WO2016175134A1

WO2016175134A1 - Operation management system

Info

Publication number: WO2016175134A1
Application number: PCT/JP2016/062694
Authority: WO
Inventors: 敏秀宮里; 匠井口; 諒福丸; 健二大田
Original assignee: 株式会社日立製作所
Priority date: 2015-04-28
Filing date: 2016-04-22
Publication date: 2016-11-03
Also published as: JPWO2016175134A1; JP6472512B2; EP3290290A1; EP3290290A4

Abstract

Provided is a technology for satisfactorily assisting an operation by a dispatcher for implementing disorder avoidance. An operation management system is provided with: a display unit that displays a train line screen representing the movement of a train over time on a plane by means of a diagram having a time direction axis and a train line direction axis; and a processing unit which, upon designation of a disorder avoidance operation type which is the type of disorder avoidance operation for operating the train while avoiding disorder, and, on the train line screen, a disorder avoidance operation time band which is a time band in which the disorder avoidance operation is to be applied and a disorder avoidance operation range which is a range in which the disorder avoidance operation is to be applied, draws up a train operation plan such that the train can be operated in the disorder avoidance operation time band and the disorder avoidance operation range and in an operation mode according to the disorder avoidance operation type, and causes a train schedule based on the train operation plan to be displayed on the train line screen.

Description

Operation management system

The present invention relates to an operation management system that manages the operation of trains on a railway.

In railway train operation, the initial operation plan may be disrupted if a transportation failure occurs due to a failure or accident of the train in operation. In such a case, the commander who manages the train operation inputs a schedule change or a route manual control to the train operation management system, and aims to recover from the transportation failure.

Patent Document 1 discloses a technique for providing a plan correction system that can provide abundant information that supports the judgment of a commander and that has good operability. In Patent Document 1, “a process for displaying an operation situation, a process for predicting an operation situation, a process for checking a prediction result, a process for displaying a check result, and a process for proposing a recovery plan are provided. When displaying, it is possible to select a display mode that displays the operation plan, operation results, operation prediction in a superimposed manner or separately according to the request of the commander. The dispatcher can select a prediction strategy suitable for the situation from among the prediction strategies, and the prediction check result is displayed as a trouble mark or an automatic proposal mark, and the displayed trouble mark or automatic proposal mark is picked with the mouse. The contents of the mark are explained and a recovery plan is proposed "(see paragraph 0005).

Japanese Patent Laid-Open No. 6-72333

There are various types of train operation patterns (hereinafter referred to as “operation patterns”). For example, there is a change in driving route or use of a specific number line. Furthermore, the operation route change includes, for example, a one-way bidirectional operation in which an up and down train travels on one route.

In the operation arrangement that changes the train operation plan upon receiving the notification of the transportation failure, an operation pattern that avoids the transportation failure that occurs may be implemented (hereinafter referred to as the operation pattern that avoids this transportation failure). This is referred to as obstacle avoidance driving).

In the obstacle avoidance operation, the commander is forced to perform complicated work such as changing or setting the operation of each train that has a complicated influence.

However, the above Patent Document 1 does not describe any specific function for supporting the operation for performing the failure recovery operation by such a commander. For example, Patent Document 1 does not describe what information is provided to the commander for the failure recovery operation.

An object of the present invention is to provide a technical section that favorably assists an operator in performing an operation for avoiding a failure.

An operation management system according to one aspect of the present invention includes a display unit that displays a train streak screen that represents a train on a plane with a time-direction axis and a route-direction axis, and avoids obstacles. In this range, the obstacle avoidance operation type that is the type of the obstacle avoidance operation for operating the train and the obstacle avoidance operation time zone that is the time zone to which the obstacle avoidance operation is applied and the obstacle avoidance operation in the train stripe screen are applied. When the obstacle avoidance operation range is designated, a train operation plan is prepared so that the train operates in the failure avoidance operation time zone and the obstacle avoidance operation range in the operation mode of the obstacle avoidance operation type. And a processing unit for displaying a train schedule based on the train line screen.

The operation management system according to another aspect of the present invention includes a display unit that displays a track display screen indicating a track position of a train at the current time on a track, and a position where the failure occurs when a failure occurs on the track. The next station ahead of the failure occurrence position and the station from which the failure can be traced back to the route where the train heading to the failure occurrence position can be reversed in the reverse direction, And a processing unit for displaying a warning target station on the existing line screen.

The operation management system according to yet another aspect of the present invention holds number line allocation management information in which virtual number lines, which are information defining directions and uses for each number line, and physical number lines that physically indicate each number line are associated with each other. A storage unit; and a processing unit that creates a train operation plan so that the physical number line associated with the virtual number line is used in the direction and use of the virtual number line.

According to the present invention, it is possible to favorably support the operation for the commander to avoid the obstacle. Smooth operation by the commander to avoid obstacles can minimize the increase in traffic disruption due to the occurrence of obstacles, improve train on-time operation rate, and improve operation Loss such as a decrease in profit due to the arrangement can be suppressed.

It is a schematic block diagram of the operation management system by this embodiment. It is a block diagram which shows the function structure of an operation management system. It is a table which shows an example of the train operation plan in a present Example. It is a table which shows an example of the failure information in a present Example. It is a figure which shows the example of a display of a standing line screen at the time of failure occurrence. It is a figure which shows the example of a display of the influence range by the disorder | damage | failure on a train stripe screen. It is a flowchart which shows the process which specifies the range affected by a failure. It is a flowchart which shows the process which specifies the attention object range. It is a figure which shows an example of a train stripe screen when a failure generate | occur | produces. It is a figure which shows an example of a train stripe screen at the time of adding a subevent with respect to failure information. It is a figure which shows the example of a display of a train stripe screen when a commander designates the area and time zone which perform a one-line bidirectional | two-way driving | operation. It is a figure which shows the mode of correction | amendment of the obstacle avoidance driving time zone and the obstacle avoidance driving range. It is a figure for demonstrating an example of the method of correct | amending the obstacle avoidance driving time zone and the obstacle avoidance driving range. It is a figure which shows the display of the train line screen which shows the train operation plan which performs a one-way bidirectional | two-way driving | operation in the obstacle avoidance operation range and the obstacle avoidance operation time zone which the commander specified. It is a figure which shows the display of the train stripe screen which shows the train operation plan which corrected the obstacle avoidance operation time slot | zone. It is a figure for demonstrating the method of making the train operation plan which applied the one line bidirectional | two-way driving | operation. It is a flowchart which shows the process which determines the time which complete | finishes a failure avoidance driving | operation. It is a figure which shows an example of a screen display when a commander inputs recovery of a failure. It is a figure which shows the example of a display of the screen which inquires a commander whether the obstacle avoidance driving | operation is complete | finished from the train stripe screen. It is a figure which shows the train schedule by a train operation plan when returning from normal operation to single line bidirectional | two-way operation. It is a figure for demonstrating the other train operation plan when returning to normal operation from one line bidirectional | two-way operation. It is a figure for demonstrating the other train operation plan when returning to normal operation from one line bidirectional | two-way operation. It is a figure which shows the example of a display of a standing line screen when a train fails at a certain station. It is a figure which shows the table for managing the allocation of a number line. It is a figure which shows an example of the train schedule information using a virtual number line and a physical number line. It is a figure which shows a mode that the driving | running route of a downward passing train is designated by the mouse | mouth drag etc. on the linear diagram of the standing line screen. It is a figure which shows the example which displayed the various information exchanged on a system in connection with a failure occurrence with a text in time series. It is a figure which shows an example of the screen display which prescribes | regulates classification of time, a sender | caller, and information as filtering conditions. It is a figure which shows an example of the screen display which enabled selection of the classification of information by button operation in filtering.

An outline of an embodiment of a train operation management system according to the present invention will be described.

FIG. 1 is a schematic block diagram of an operation management system according to this embodiment. The operation management system 10 includes an HMI (Human Machine Interface) 11, a diagram management device 14, a route control device 15, a failure information management device 16, an operation arrangement device 17, and a network 18. The operation management system 10 is connected to the field facility 30 via the field system 20. The site system 20 is a system arranged on the site side, and monitors and controls the site facility 30 in cooperation with the operation management system 10. The on-site equipment 30 is various equipment used for train operation on the spot, such as a switch, a traffic light, and a track circuit.

The HMI 11 is an interface for displaying to the commander and accepting the operation of the commander, displaying the train operation status in real time, receiving a change in the train operation plan, and transmitting the received change request to the related devices. To do. The HMI 11 is a terminal device provided with two display devices as an example, and displays two screens, a standing line screen 12 and a train streak screen, on each display device. The standing line screen 12 displays the current train position using a linear diagram. The train line screen 13 displays a future train operation plan and past train operation results using a diagram. The train operation plan and the train operation results are displayed in a diagram representing the movement of the train with the passage of time.

The diamond management device 14 holds train operation plan data created in advance in the accompanying storage unit 14a. When the schedule management device 14 is requested to change the train operation plan during the train operation, the diagram management device 14 receives the schedule change plan based on the request from the operation arranging device 17, and stores the data in the storage unit 14 a based on the received data. Update train operation plan data. The diamond management device 14 provides train operation plan data to other devices as necessary. Moreover, the diamond management apparatus 14 receives and stores information on train running results from the field facility 30.

The route control device 15 is stored in the accompanying storage unit 15a. Records information related to route control such as equipment status information and train position information. The route control device 15 instructs the field system 20 to perform control such as the configuration of the route of the train or the relocation based on the train operation plan received from the diagram management device 14. The on-site system 20 that has received this instruction controls the on-site equipment 30 such as a traffic light and a switch to realize the instructed course configuration or restoration.

The failure information management device 16 records information relating to failure management such as failure information and linear information in the accompanying storage unit 16a. The fault information management device 16 manages fault information that is fault information related to train operation. The failure information includes information that is automatically provided from the field system 20 and information that is provided by transmission / reception of information between related devices involved in train operation management.

The operation organizing apparatus 17 stores information such as constants serving as a reference for creating a diamond in the accompanying storage unit 17a. When the train operation plan needs to be changed, the operation arranging device 17 creates a new train operation plan based on the operation from the HMI 11. The operation arranging device 17 transmits the created new train operation plan to the diagram management device 14 and updates the train operation plan possessed by the diagram management device 14.

In addition, the operation arranging device 17 can predict the future operation status of the train based on the current operation status.

Further, the operation arranging device 17 displays the created new train operation plan on the HMI 11 before transmitting it to the diagram management device 14 to update the data of the actual train operation plan, and prompts the commander to make a prior check. be able to.

Here, an example is shown in which the diagram management device 14, the route control device 15, the failure information management device 16, and the operation organizing device 17 are each physically realized separately, but the present invention is not limited to this example. The physical configuration is not particularly limited as long as they are functionally realized. As another example, all of them may be realized on one computer, or may be realized by being distributed to a plurality of computers.

FIG. 2 is a block diagram showing a functional configuration of the operation management system. The operation management system 10 includes a display unit 10A, a processing unit 10B, a storage unit 10C, and an operation unit 10D. The display unit 10A and the operation unit 10D correspond to the HMI 11 in FIG. 1, and the processing unit 10B corresponds to the diagram management device 14, the route control device 15, the failure information management device 16, and the driving arrangement device 17 in FIG. 10C corresponds to the

storage units

14a, 15a, 16a, and 17a.

The display unit 10A displays a train streak screen that represents the movement of the train with the passage of time as a diagram on a plane formed by the axis in the time direction and the axis in the route direction. The processing unit 10B applies a failure avoidance operation type that is a type of the obstacle avoidance operation for avoiding the failure and operating the train, a failure avoidance operation time zone that is a time zone in which the failure avoidance operation is applied, and the obstacle avoidance operation. When a fault avoidance operation range that is a range is specified, a train operation plan is planned so that the train operates in the operation mode of the obstacle avoidance operation type in the failure avoidance operation time zone and the obstacle avoidance operation range, and the train operation The train schedule based on the plan is displayed on the train stripe screen. According to this, if the commander specifies the obstacle avoidance operation type, the obstacle avoidance operation time zone, and the obstacle avoidance operation range, the train to which the operation management system applies the obstacle avoidance operation of the operation form in that range during that time zone. Since an operation plan is automatically created, an operation for applying a predetermined operation mode can be facilitated and a commander can be supported. For example, for the obstacle avoidance operation type, the commander only needs to input a type such as one-way bidirectional operation, and it is complicated to set the operation of each train individually to realize one-way bidirectional operation No need to operate. It is possible to reduce a situation in which a complicated operation for restoration causes a delay in handling or an error in handling, and the train is stuck in a place other than the station and trapped in the train. In addition, since complicated obstacle avoidance driving can be easily performed, there is a high possibility that train operation can be continued even in the case where it has conventionally been delayed. The portion of the train diagram that predicts the future is called the prediction diagram. Since the train schedule from the past to the present has a track record of actual train operation, the operation management system 10 generates a prediction diamond portion.

At that time, the processing unit 10B formulates the train operation plan in the failure avoidance operation time zone and the failure avoidance operation range so as to be consistent with the train operation in the time zone preceding the failure avoidance operation time zone. The train operation plan in the latter part of the zone is planned to be consistent with the train operation plan in the obstacle avoidance operation time zone. As a result, the train operation plan is automatically drawn up so that the train operation in the obstacle avoidance operation time zone coincides with the time zone before and after that, so the commander can set the obstacle avoidance operation time zone, the obstacle avoidance operation range, It is possible to easily create a train operation plan that is consistent with the front and rear by simply indicating the avoidance operation type.

As an example, assuming that the obstacle avoidance operation type is a one-line bidirectional operation in which a two-way train is run while dividing the time on one route, the processing unit 10B is based on the obstacle avoidance operation range. A one-line bidirectional operation section that defines the section in which bidirectional operation is performed at the first terminal and the second terminal at both ends is defined, and a train (first train) enters the one-line bidirectional operation section from the first terminal station. If you do, let the other train (second train) that arrived at the second terminal station wait, and after the first train arrives at the second terminal station, let the second train enter the one-way bidirectional operation section Create a train operation plan. According to this, a train operation plan for traveling a two-way train on one route can be planned by the operation management system 10, so that when a failure occurs, the commander can set a one-line bidirectional operation by an easy operation. In addition, the two-way train operation can be continued.

In addition, when the obstacle avoidance operation time zone, the obstacle avoidance operation range, and the obstacle avoidance operation type are designated, the processing unit 10B includes the obstacle avoidance operation range and the train operation of the obstacle avoidance operation type including the obstacle avoidance operation range. Is corrected to the applicable area. Since the failure avoidance operation range and the failure avoidance operation type designated by the commander are automatically corrected so that there is no contradiction in the configuration of the equipment, the commander can easily apply an appropriate failure avoidance operation.

Further, when performing one-line bidirectional operation as the failure avoidance operation type, the processing unit 10B includes the specified failure avoidance operation range, including the failure avoidance operation range, and spans between one line and the other line. Correct to the range where the station where the line exists is at both ends. As a result, the obstacle avoidance operation range designated by the commander is automatically corrected so as to be a range in which the one-line bidirectional operation can be performed, so that the commander can easily make an appropriate setting.

In that case, the processing unit 10B, in the planned train operation plan, if there is a train that runs in the opposite direction to the original direction at the time when the failure avoidance operation time zone ends, the train is within the failure avoidance operation range. The time until arrival at the end station is corrected to be the obstacle avoidance driving time zone. According to this, since the obstacle avoidance operation time zone specified by the commander is automatically corrected to match the one-line bidirectional operation, the commander can easily set the failure avoidance operation time zone suitable for the one-line bidirectional operation. Is possible.

According to another aspect, in the operation management system 10 of the present embodiment, the display unit 10A displays the standing line screen 12 that represents the standing position of the train at the current time on the track. When a failure occurs on the track, the processing unit 10 </ b> B reverses the train in front of the failure occurrence position, which is the position where the failure occurs, and the train heading to the failure occurrence location from the failure occurrence position. The stations that can be turned back to the station are set as warning target stations, and the warning target stations are displayed on the station screen. According to this, when a failure occurs, a station that is in a range that cannot be turned back when a train enters is displayed as a warning target station on the current line screen, so there is a train that the commander cannot turn back when a failure occurs. This makes it easy to organize the operation. Normally, this warning target station is a station that should immediately stop the train. If the commander performs a deterrence operation based on the display of the warning target station, the train stops due to forgetting to deter, the train stays in a section that cannot be turned back, and even partial operation cannot be resumed, etc. The situation can be prevented.

In addition, the processing unit 10B displays a station that is a rear station of any one of the warning target stations as the attention target station, and displays the attention target station on the current line screen 12. As a result, there is no need to stop the train immediately, but there is a route in the reverse direction of the fault location that will pass immediately next to the place where the fault has occurred, and a train that cannot proceed to the station ahead Therefore, stations that may be unable to travel by train can be displayed as caution target stations. By setting such a caution target station, it is possible to prevent confusion that may occur in the future, leading to a reduction in the time required for diagram restoration. The warning target station and the attention target station as described above may be displayed not only on the standing line screen 12 but also on the train line screen 13.

According to still another aspect, in the operation management system 10 of the present embodiment, the storage unit 10C includes a virtual number line that is information that defines a direction and a use for each number line, and a physical number line that physically indicates each number line. Is stored. The processing unit 10B drafts a train operation plan so that the physical number line associated with the virtual number line is used in the direction and use of the virtual number line. According to this, the commander can easily plan a train operation plan in which a number line is appropriately assigned by assigning a physical number line to a virtual number line that defines a direction and an application. Moreover, the number line used about all the trains included in a train operation plan can be set collectively by setting the physical number line corresponding to a virtual number line. This collective setting shortens the time for the commander to input change data to the system, and promptly starts other command operations following the change of the line setting, so that the recovery time from a transport failure is reduced. Shortening can be expected.

Also, the display unit 10A displays number line assignment management information. The operation unit 10D enables setting of the number assignment management information by operation input. When the physical number lines used by the trains set in the train operation plan are individually set, the processing unit 10B creates a train operation plan in preference to the virtual number lines and displays the train number. Part 10A. Thereby, since the commander can individually set the physical number line used by each train in the train operation plan, it can be easily and flexibly set by the batch setting by the virtual number line and the individual setting by the physical number line.

Further, when the physical number line is individually set for the train set in the train operation plan by the operation unit 10D, the processing unit 10B determines whether the setting by the virtual number line and the setting by the physical number line are consistent. To determine. According to this, even if the commander inputs inconsistent settings, since the operation management system 10 detects it, it is possible to prevent the operation management plan including the contradiction in the line setting from being drawn up. Can do. Thereby, a course can be comprised as the setting of a train operation plan, and train operation as planned can be realized.

Further, the processing unit 10B causes the display unit 10A to display the configuration of the route including each number line of each station in a diagram, and sets the passing number of the train of the specified traveling pattern based on the operation to the operation unit 10D. Then, the number line through which the designated train passes is displayed on the display unit 10A. According to this, the commander can set the number lines used at each station collectively for each train travel pattern, and can expect a reduction in the recovery time from a transportation failure by speeding up the command work.

Hereinafter, more specific embodiments will be described in detail with reference to the drawings.

The configuration of the operation management system according to this embodiment is the same as that shown in FIGS.

FIG. 3 is a table showing an example of a train operation plan in the present embodiment. The train operation plan in FIG. 3 is diagram information that records the arrival time at the station, the departure time from the station, the use number line at the station, and the travel line (direction) for one train traveling on a certain route. . A traveling line described in association with a certain station represents a line that travels from the station until it arrives at the next station. In the use number line column, the name of a virtually defined number line (virtual number line) is described. The virtual number line will be described later.

In the example of FIG. 3, the train departs from the down line 1 of the A station, which is the starting station, at 7:15:00, travels on the down line, and passes the down line of the B station at 7:26:30. Pass through the down line 1 of station C at 7:29:45 and arrive at the up line 1 of station D at 7:34:00. Then, the train departs from D station at 7:34:45, travels on the up line, passes through the up line of E station at 7:40:00, and goes up to the up line 2 of F station at 7:45: Arrives at 00. Furthermore, the train departs from station F at 7:45:00, arrives at G station down line 1 at 7:50:15, departs at 7:51:00, runs down line, and ends at the station. Arrive at 7:58:30 on the down line of H station.

FIG. 4 is a table showing an example of failure information in the present embodiment. For example, when a failure event occurs, the failure information management apparatus 16 shown in FIG. 1 assigns an event ID to the failure, and records the failure content, occurrence location, and occurrence time in this table in the storage unit 16a. . When another event occurs with the failure, the failure information management device 16 records the event as a sub-event in this table. The failure information management apparatus 16 assigns a sub-event ID to the generated sub-event, and records the event content and the occurrence time in the table.

FIG. 4 shows an example in which a vehicle with train number 1A breaks down and the failure is described in a table that records failure information as an event with event ID = 5. A vehicle failure occurs at a point 4.5 km from station B on the down line. A vehicle failure occurred at 7:50. Along with the vehicle failure, status confirmation / reporting is performed at 8:00, first aid is started at 8:05, and failure recovery is expected at 9:00.

FIG. 5A is a diagram showing a display example of a standing line screen when a failure occurs. FIG. 5A shows a display example of the standing line screen 12 when a failure occurs in the train 1 </ b> A traveling between the station B and the station C. Referring to FIG. 5A, a circle icon with a cross inside is displayed at the failure occurrence position in the linear diagram. When failure information indicating a failure of the train 1A is input, the failure information management device 16 automatically extracts a range affected by the failure of the train 1A and displays it on the standing line screen 12.

Referring to FIG. 5A, in the upward line in the right direction in the figure, station A, station B, and station C are warning target stations, which are indicated by dashed arrows. Further, the station in front of the station A on the up line is a station to be alerted, and this is indicated by a one-dot chain line arrow. On the down line, station B, station C, and station D are caution target stations, which are indicated by dashed-dotted arrows.

For the station B on the up line, if the train following the train 1A departs from the station B, the train 1A becomes stuck and becomes stuck. Therefore, the train heading from station B to station C should not be departed. Here, assuming that station B does not have a facility for turning back, if the train following train 1A departs from station A, there is a high possibility that the station B will be stuck. Therefore, the train heading from station A to station B should not be left. In this way, by combining the location of the failure and the information in the linear diagram, it is possible to identify the range of stations where the departure of the train should be suppressed, and to suppress the train in a state where the partial operation can be resumed quickly. Can do. Details of the processing will be described with reference to FIG. 5C.

FIG. 5B is a diagram showing a display example on the train stripe screen of the specific situation of the warning target station or the attention target station as described above. On the train streak screen, as in FIG. 5A, a circle icon with an X inside is displayed at the point corresponding to the position and time at which the failure occurred. Further, with respect to the area 50 on the streak screen corresponding to the section on the route corresponding to the broken line arrow in FIG. 5A and the area 51 on the streak screen corresponding to the section on the route corresponding to the one-dot chain line arrow in FIG. These areas are visualized on the train stripe screen by hatching different patterns. In FIG. 5B, the warning target range and the caution target range are distinguished by hatching patterns, but by adding more hatching patterns, any of the upper and lower lines is the target. A distinction may be given.

FIG. 5C is a flowchart showing a process for specifying a range affected by a failure. Referring to FIG. 5C, when a failure occurs, the failure information management device 16 extracts a station that is one forward and one station behind the failure occurrence position in the traveling direction of the train (step S101). Subsequently, the failure information management device 16 adds the extracted station to the warning target station (step S102).

Subsequently, the failure information management device 16 executes a warning target station addition loop process in steps S103 to S104.

In the warning target station addition loop process, the failure information management device 16 determines whether or not the last station added in the traveling direction is a station that can return a train (step S103). If the station added at the end is a station that can turn back the subsequent train, the failure information management device 16 ends the process as it is. On the other hand, if the last added station is a station where the train cannot be turned back, the failure information management device 16 adds the station behind the last added station to the warning target station (step S104) and goes to step S103. Return. In this way, the failure information management device 16 extracts all warning target stations.

Further, in FIG. 5A, the train heading from station C to station B passes immediately next to the position where the failure occurred, so there is a possibility of some influence such as a deceleration request. In this way, it is not a direct influence range that should deter train departures immediately, but a range that may be affected by secondary effects such as requiring deceleration is defined as the scope of attention. To do.

FIG. 5D is a flowchart showing a process for specifying the attention target range. The process of specifying the attention target range is repeatedly executed for each warning target station.

First, the failure information management device 16 selects a warning target station to be processed (step S201). Next, the failure information management device 16 adds a station located in the rearward direction of the selected warning target station to the attention target station (step S202). Further, the failure information management device 16 adds a station located behind the selected warning target station in the down direction to the attention target station (step S203).

FIG. 5E is a diagram illustrating an example of a train streak screen when a failure occurs.

When a failure occurs and the information is input, the failure information management device 16 displays the failure information on the train stripe screen 13. FIG. 5E illustrates a train streak screen 13 when a failure occurs.

It can be seen that the train 1A between the station B and the station C at the current time has caused a vehicle failure. When a predetermined operation is performed on an icon indicating a failure, the failure information management device 16 displays detailed information on the failure and actions that can be taken for the failure. The predetermined operation is, for example, a click or a mouse over. The detailed information of the failure and the display of actions that can be taken for the failure are, for example, a pop-up display. In the example of FIG. 5A, the failure occurrence time and the failure occurrence position are shown as the details of the failure, and the conversation with the parties involved, event information editing, and failure avoidance driving are displayed as possible actions. The details of the failure and the actions that can be taken for the failure may be displayed in the same manner when a predetermined operation is performed on the icon on the standing screen.

FIG. 5F is a diagram illustrating an example of a train streak screen when a sub-event is added to failure information. A straight line extending laterally from the icon indicating the failure indicates the influence of the occurrence of the failure, a thick position in the middle indicates a time at which emergency treatment for the failure is started, and an end on the right end indicates a time at which recovery is expected. Thereby, it is possible to visualize how much influence is caused by the occurrence of this failure. In the example of FIG. 5F. When a predetermined operation is performed on the portion that is expected to be restored, the failure occurrence time and the estimated recovery time are displayed. In this way, by visualizing and displaying event information and its sub-event information on the train streak screen, it is possible to easily grasp the relationship between the event that has occurred and the train operation. It becomes possible to quickly and easily determine a change in the train operation plan. By quickly changing the train operation plan, the operation stoppage time when a transportation failure occurs is shortened, and each train can continue to operate according to the changed plan.

Next, when a failure occurs, the commander performs one-line bidirectional operation in which the one-side track is used alternately with a two-way train for the affected range for the time zone affected by the failure. A series of processing in the case of doing will be described.

Here, as an example of the change of the train operation plan, from the state shown in FIG. 5A, between the station B and the station C, a one-way bidirectional train in which a two-way train passes alternately on one side of the line where no failure has occurred. An example of driving is illustrated.

FIG. 6A is a diagram illustrating a display example of a train streak screen when a commander specifies a section and a time zone in which a one-line bidirectional operation is performed.

Suppose that the commander has specified a range on which one-way bidirectional operation is performed on the train streak screen 13 so as to include an icon indicating a fault and a line indicating the influence of the fault extending to the right from the icon. For example, by dragging a trajectory obliquely on the train streak screen 13, a rectangular region whose diagonal line is a straight line connecting the drag start point and end point may be designated. In FIG. 6A, the range of the designated rectangle is shown by hatching. This selection operation can be performed by, for example, dragging the mouse.

This operation is an operation for designating an obstacle avoidance operation time zone and an obstacle avoidance operation range, and the hatched portion indicates the designated area. When the obstacle avoidance operation time zone and the obstacle avoidance operation range are designated, the operation arranging device 17 corrects the obstacle avoidance operation time zone and the obstacle avoidance operation range as necessary, and the designated trouble for the region is corrected. A diagram change plan for applying the obstacle avoidance operation of the avoidance operation type is created and transmitted to the diagram management device 14. Here, the obstacle avoidance operation type is one-line bidirectional operation. In the following description, processing related to creation of the schedule change plan is described as being performed by the operation arranging device 17, but the actual function arrangement is not limited to this, and other devices in the operation management system 10 perform it. May be.

FIG. 6B is a diagram illustrating how the obstacle avoidance operation time zone and the obstacle avoidance operation range are corrected. As shown in FIG. 5A, since there is no crossover between the station B and the station C, the station B and the station C cannot be used as the end stations for the one-way bidirectional operation. Since station A and station D have crossover lines, they can be used as end stations for one-line bidirectional operation.

Therefore, as shown in FIG. 6B, the driving arrangement device 17 automatically sets the area (the obstacle avoidance operation time zone and the obstacle avoidance operation range) to which the one-line bidirectional operation (a kind of the obstacle avoidance operation) is applied as the station A. The station D is corrected so as to be the end station on both sides. By judging such correction on the system side, the commander can immediately start the input for one-way bidirectional operation without considering the track configuration of each station, and shorten the time required to change the train operation plan. That is, the train operation can be resumed in a short time.

FIG. 6C is a diagram for explaining an example of a method for correcting the obstacle avoidance operation time zone and the obstacle avoidance operation range. The operation arranging device 17 holds a table as shown in FIG. 6C in advance.

The table in FIG. 6C shows whether or not reverse travel is possible on the up and down lines of each station. For example, the stations A, D, and E can be both the start station and the end station of reverse line travel on both the down line and the up line. This is because the stations A, D, and E have crossover lines that connect the upstream and downstream lines. On the other hand, the stations B and C cannot be the start station or the end station of the reverse line travel on both the down line and the up line.

When the train causes a vehicle failure between the station B and the station C and the one-way bidirectional operation is performed, the operation arranging device 17 is configured as shown in FIG. With reference to the table, a range including stations B and C that have both ends of a station that can serve as an end station for one-way bidirectional operation is specified, and the obstacle avoidance operation range is corrected to that range.

Next, a method for creating a new train diagram and a method for setting a time for ending the one-line bidirectional operation when a one-way bidirectional operation is performed in a section on a designated route will be described. Creation of a train schedule at that time, that is, creation of a train operation plan and change thereof are automatically performed by the operation arranging device 17.

FIG. 7A is a diagram showing a display of a train streak screen showing a train operation plan in which a one-way bidirectional operation is performed in a failure avoidance operation range and an obstacle avoidance operation time zone specified by a commander. The train operation plan is to perform one-way bidirectional operation until the desired end time specified by the commander, and then return to normal operation.

However, this train operation plan is incomplete. Train 3B will run backward on a different track from that originally running between station A and station D, that is, train 3B will run on the same track as train 4E. You cannot pass train 4E between station C and station D. Therefore, the train 4E cannot leave the station D until the train 3B arrives at the station D.

When the one-way bidirectional operation is applied to the train operation plan, the operation arranging device 17 automatically corrects the end time and formulates a train operation plan applicable to the actual train operation. This will be described below.

FIG. 7B is a diagram showing a display of a train streak screen showing a train operation plan in which the failure avoidance operation time zone is corrected.

FIG. 7C is a diagram for explaining a method of creating a train operation plan to which single-line bidirectional operation is applied.

Here, the section where the one-way bidirectional operation is applied is between the station P and the station Q. That is, the obstacle avoidance driving range is between the station P and the station Q.

For the train 2B that first enters between the station P and the station Q, which is a section to which the one-line bidirectional operation is applied, the operation arranging device 17 uses the standard operation time t1 of this section to reach the station P. Find arrival time. Next, the operation arranging device 17 determines in advance from the arrival time of the train 2B at the station P in consideration of the intersection of the route with the train 2B at the station P for the train 3C that has been suspended from entering this section. After waiting for the given time (intersection trouble time) t2, the station P is departed. Thereafter, similarly, from the time when the train 3C departs from the station P, the operation arranging device 17 totals the traveling time t3 between the station P and the station Q of the train 3C and the crossing trouble time t4 between the train 3C and the train 4C. After the time, let train 4C leave station Q. In addition, after the time when the train 4C departs from the station Q, the operation arranging device 17 is after the total time of the traveling time t5 between the station P and the station Q of the train 4C and the crossing trouble time t6 between the train 4C and the train 5E. , Train 5E leaves station P. By performing such a process, it is possible to create a consistent operation plan under a special operation pattern of one-way bidirectional operation, and the route control device will change from normal to normal by following this operation plan. Control instructions for field systems can be issued.

Next, the process for determining the time to end the obstacle avoidance operation will be described.

FIG. 7D is a flowchart showing a process for determining a time to end the obstacle avoidance driving. First, the operation arranging device 17 sets the desired end time input by the commander as the scheduled end time of the obstacle avoidance operation (step S301).

Next, the operation arranging device 17 executes the processing of Step S302 to Step S305, and if the scheduled end time is updated at that time, the processing is repeated again from Step S302.

In step S302, the operation arranging device 17 extracts all trains traveling in the obstacle avoidance operation range at the scheduled end time of the obstacle avoidance operation (one-line bidirectional operation).

Furthermore, the operation arranging device 17 repeats the processing of Steps S303 to S304 for the extracted trains. In step S303, the operation arranging device 17 determines whether or not the train to be processed in the current loop is traveling backward on a track different from the track that originally travels. If the train is running backward, the operation arranging device 17 sets the time when the train arrives at the terminal station of the section as the scheduled end time (step S304).

In step S305, the operation arranging device 17 determines whether or not the scheduled end time has been updated in the current loop of step S302 to step S305. If the scheduled end time has been updated, the operation arranging device 17 returns to step S302 and repeats the process. If the scheduled end time has not been updated, the operation arranging device 17 ends the series of processes.

In the above example, the scheduled end time of the failure recovery operation is corrected from the hatching end position of FIG. 7A to the hatching end position of FIG.

Next, the operation of the commander and the operation of the operation management system 10 when the failure is recovered will be described with reference to FIGS. 8A to 8B.

For example, when the failure of the vehicle failure is recovered, the commander inputs the recovery of the failure to the operation management system 10 by editing the event information. If the failure avoidance operation is performed for the failure, the failure information management device 16 associates the failure with the failure avoidance operation when the failure avoidance operation is performed. The failure information management device 16 determines whether or not the failure avoidance driving is associated with the failure for which recovery is input. If the failure and the failure avoidance driving are associated with each other, the failure information management device 16 prompts the commander to confirm whether or not to cancel the failure avoidance driving.

FIG. 8A is a diagram illustrating an example of a screen display when the commander inputs failure recovery. When the commander inputs failure recovery by performing a predetermined operation on the icon representing the failure information displayed on the train streak screen 13, the failure information management device 16, as shown in FIG. A screen prompting the commander to select whether or not to cancel the one-way bidirectional operation, which is the obstacle avoidance operation associated with, is displayed in a pop-up.

FIG. 8B is a diagram showing a display example of a screen for inquiring the instructor from the train streak screen 13 whether or not to end the obstacle avoidance operation.

Here, it is assumed that there is a one-line bidirectional operation as an event that is being carried out in relation to the failure information of a vehicle failure. As shown in FIG. 8B, the failure information management device 16 prompts confirmation of whether or not the one-line bidirectional operation associated with the failure information of the failure for which a predetermined operation for inputting recovery has been performed may be terminated. Instructs the HMI 11 to display a screen. When the commander selects YES for the display of FIG. 8B, the failure information management device 16 ends the event of one-way bidirectional operation and creates a schedule change plan for returning to normal operation. 17 is instructed.

As described above, when any event related to a failure is performed, the failure information management device 16 may record the information of the performed event in association with the failure information. For example, the event executed in relation to the failure information may be additionally described in the failure information shown in FIG. Then, for example, when the failure information management device 16 selects an icon representing a failure event and inputs the end of the event, the failure information management device 16 refers to the failure information table and performs the failure avoidance operation associated with the failure. An event is extracted, and a screen for prompting confirmation of whether or not the obstacle avoidance driving may be terminated is displayed.

In addition, although the example which asks whether the failure avoidance driving | operation is cancelled | released was shown here when it was input that the failure recovery was carried out, you may ask the cancellation of the obstacle avoidance driving at other timings.

For example, when the scheduled end time of the obstacle avoidance operation is reached and the obstacle has already been removed at that time, it may be asked whether to cancel the obstacle avoidance operation. Further, when the failure is erased before the scheduled end time of the obstacle avoidance operation, it may be asked whether to cancel the obstacle avoidance operation. Moreover, when the obstacle remains at the time when the scheduled end time of the obstacle avoidance operation is approached, it may be asked whether or not the obstacle avoidance operation is extended. If the instructor leaves without answering the question, the failure avoidance operation may be automatically extended by a predetermined n minutes, and the question may be asked again after the extension period. Moreover, the extension period is good also as time to be able to complete | finish obstacle avoidance driving | operation on a train operation plan. Also, when failure avoidance driving cannot be canceled for the entire obstacle avoidance range, it is determined whether or not a new start station or end station can be set based on the position where the obstacle remains. It may be changed. In that case, the scheduled end time of the obstacle avoidance operation may be determined in the same manner as the above extension. In that case, if there is a train left on the station line by setting a new failure avoidance operation range, a warning to that effect may be issued. Further, for example, if a train is on a physical number line that is no longer allocated to a virtual number line, a warning is issued. In this way, by managing event information and obstacle avoidance operation in combination, for example, an operation to properly return the train operation pattern is not performed after the event ends, preventing problems such as trouble in train operation. it can.

Next, the process of ending the one-line bidirectional operation and returning to the normal operation will be described with reference to FIGS. 9A to 9C.

FIG. 9A is a diagram illustrating a train diagram according to a train operation plan when returning from normal operation to single-line bidirectional operation.

When the end of the one-line bidirectional operation is input, the operation arranging device 17 checks whether there is a train traveling in the direction opposite to the original track at that time. After arriving at the terminal station of operation, a schedule change plan is created so that a train traveling in the opposite direction to the train enters the section where the one-way bidirectional operation has been performed, as shown in FIG. 9A. On the other hand, if there is no train traveling in the opposite direction to the original track, the operation arranging device 17 immediately causes the train traveling in the opposite direction to the train to enter the section where the one-line bidirectional operation has been performed. A simple schedule change plan.

FIG. 9B and FIG. 9C are diagrams for explaining another train operation plan when returning from the one-line bidirectional operation to the normal operation. In the example of FIG. 9A, since the train 3B is traveling on a track different from the track on which the train 3B originally travels, the train 4E cannot leave the station D until the train 3B arrives at the station D. Is unable to run for a long time.

On the other hand, in another example, at this time, using the other line that was disabled due to the occurrence of a failure, the train that runs in the opposite direction immediately entered the section where one-line bidirectional operation was being performed. Enable.

Once the fault is restored, the other line that has become unusable is already usable. Therefore, in another example, the operation arrangement device 17 causes the train 4E to use this track, that is, the train 3B and the train 4E use a track in the opposite direction to the originally used track. change.

As shown in FIG. 9B, the operation arranging device 17 displays a menu screen that can instruct a change of the train schedule. Here, an example of a change in which the train 4E is individually specified and only the train 4E travels in the reverse line is shown. Actually, as still another example, it is possible to change the train operation plan so that all trains from the station D to the station A travel in the reverse direction. In that case, a range and a time zone may be specified in the same manner as in the example of FIG. 6A.

FIG. 9C is a diagram showing a train diagram when both the train 3B and the train 4E are traveling in the reverse direction. By making the train 4E run in the reverse direction, the entire train schedule is quickly restored. FIG. 9C shows a case where reverse travel is instructed to the train 5c.

Next, an example of detouring a location where a failure has occurred by changing the assignment of the number line will be described with reference to FIGS. 10A to 10C.

FIG. 10A is a diagram showing a display example of a standing line screen when a train fails at a certain station. FIG. 10A shows an example in which the train 3B fails on one number line of the station Y. Here, by assigning a predetermined operation to the icon representing the failure, the assignment of the number line is going to be changed.

FIG. 10B is a diagram showing a table for managing the allocation of the number lines. The number line is managed by two number line information of “virtual number line” and “physical number line”. The virtual number line represents a role classification such as a number line used as the first line of the down train and a number line used as the second line of the up train. The physical number line represents a physical number line that identifies the position where the train actually enters. As shown in FIG. 10B, the operation arranging device 17 can create a diagram change plan in which a specific physical number line is not used by changing the combination of the virtual number line and the physical number line.

More particularly, the operation organizing apparatus 17 patterns the typical assignment change in advance and holds the pattern information in advance, so that the commander can execute the line assignment change with a simple operation. For example, when the physical number line 1 cannot be used, it is determined in advance that the physical number line 2 is used as the downlink number 1 of the virtual number line, and the pattern information of the change is stored in advance. When the train becomes unusable, as in the case where the train actually gets stuck on the first physical line, the commander can easily assign the call by calling and applying the stored pattern information. Can be changed. As a result, when a failure corresponding to the pattern occurs, the assignment of the number line can be immediately changed and the train operation can be continued.

Further, the operation arranging device 17 may determine combinations that cannot be assigned in advance and hold the combination information that cannot be assigned in advance. When the commander manually inputs the assignment setting of the number line, the operation arranging device 17 refers to the unassignable combination information and determines whether or not the input setting can be performed. Thereby, it is possible to prevent an inappropriate number line assignment.

FIG. 10C is a diagram showing an example of train schedule information using virtual number lines and physical number lines. The diagram management device 14 basically uses a virtual number line as the number line defined on the train diagram. Then, as shown in FIG. 10B, by changing the physical number assigned to the virtual number, the number assignment of all trains that use the station can be changed at once.

Furthermore, as shown in No. 8 and No. 9 of FIG. 10C, a physical number line may be defined for each individual train on the train schedule. When the physical number line is set on the train diagram, the diagram management device 14 gives priority to the individual train assignment over the collective assignment in units of stations shown in FIG. 10B. As a result, it is possible to change the assignment of individual train line numbers. In that case, the operation arranging device 17 may check whether or not the allocation of individual trains and the collective allocation for each station are consistent, and if they do not match, it may call attention to the commander. By doing so, when the allocation of individual trains and the allocation of each station do not match or contradict each other, it is possible to alert the commander by displaying a warning icon on the train stripe screen. For example, when the setting of the physical number line and the setting of the virtual number line are contradictory, or when the setting for the station and the setting for the train are contradictory, a warning icon for alerting the commander may be displayed. As a result, it is possible to prevent the generation of an inappropriate operation plan that stops the train operation without being able to configure the route.

Next, operation route change input will be described. The one-line bidirectional operation described above can also be an example of this operation route change. FIG. 11 shows a state in which the operation route of the downward passing train is designated by dragging the mouse on the linear diagram of the standing line screen 12 or the like.

For example, when an up train and a down train are set on the same track, the operation arranging device 17 determines that the one-way bidirectional operation is applied to the portion, and makes such a schedule change plan. By specifying the operation route here for each operation pattern, various route changes such as single-line bidirectional operation, double-line same-direction operation, and vertical line switching operation can be flexibly implemented.

Conversely, with regard to typical operation patterns such as one-line bidirectional operation and up-and-down line switching operation, it is prescribed in advance which station is assigned to which line the up train and the down train, and the operation arrangement device 17 may hold the setting information in advance. As a result, the operator can easily perform the obstacle avoidance operation shown in FIGS. 7A to 7D and FIGS. 9A to 9C by selecting the operation mode to be applied by the commander. As a result, when a transport failure corresponding to the pattern occurs, the operation plan is immediately changed, and the time for which the train operation is delayed can be minimized.

FIG. 12 is a diagram showing an example in which various information exchanged on the system in relation to the occurrence of a failure is displayed in text in time series.

The operation management system 10 predetermines a text format including variable parts such as train names and station names, and describes them in the variable parts based on the operation input of the commander or the result of the calculation performed by the system. Decide what information to do.

The fault occurrence information input at 7:53 displayed at the top of FIG. 12 indicates that the information is generated based on the operation performed by the instructor according to the description of “OO command”. The operation management system 10 determines the train where the failure occurred, the location where the failure occurred, and the time when the failure occurred based on the input of the commander, and generates the top text data in FIG. To do.

Further, the fault influence range specification of 7:53 displayed in the second row from the top of FIG. 12 is information generated based on the automatic calculation by the operation management system 10 according to the description of “automatic calculation by the system”. It has been shown. The operation management system 10 describes the train suppression range (warning target station) and the alerting range (warning target station) obtained by automatic calculation in the variable part, and generates the second level text data in FIG.

Also, the 8:10 failure cause identification displayed in the fourth row of FIG. 12 indicates that the cause discovered by the crew of the train 1A is input from the terminal by the description of “train 1A crew”. Has been. When the crew member inputs information from the terminal such as the cause of the failure and whether or not the faulty train is capable of self-running, the operation management system 10 describes the information in the variable part, and the four stages in FIG. Generate text data for the eyes.

The operation management system 10 distributes the completed text data to terminals used by other commanders, station staff at each station, or crew members of related trains. As a result, it is possible to share a time-series situation such as what kind of trouble has occurred and what kind of response has been taken for the trouble among a plurality of parties concerned.

Since the operation management system 10 automatically creates and distributes the text data at that time, the commander of the operation management system 10 does not need to perform a special operation input in order to transmit information. The commander can naturally distribute information to other interested parties simply by performing an operation for coping with the failure as described above. Therefore, the work to be performed by the commander does not increase, and more information can be shared. As a result, the commander can quickly and appropriately determine a countermeasure for the event that has occurred, and can minimize disturbances in train operation.

In addition, although the example which distributes text format data was shown here, it is not necessary to limit to this. As another example, the operation management system 10 may generate and distribute data such as charts and images.

Next, a function for filtering information accumulated in time series will be described. The operation management system 10 has a function of accumulating various information in time series and filtering the information according to various conditions. For example, filtering such as extracting only information on occurrence of a failure, extracting only information indicating a delay, or extracting only information relating to a diagram change is possible.

When the operation management system 10 generates, stores, and distributes each piece of information, tag information is assigned to each piece of information. When the terminal receiving the operation management system 10 and information distribution browses the information, it is only necessary to extract and display only information that satisfies a predetermined condition by filtering using the tag information.

FIG. 13A is a diagram showing an example of a screen display that prescribes time, sender, and information classification as filtering conditions. FIG. 13B is a diagram illustrating an example of a screen display in which information classification can be selected by a button operation in filtering. By making it possible to input conditions using a simple input method, for example, when a station employee extracts and browses only information that meets a predetermined condition on a small mobile terminal, the necessary information can be browsed quickly. Is possible. In FIG. 13B, the condition is displayed as a character string on the button, but it is not necessary to be limited to this. As another example, if an appropriate graphic or the like that allows the condition to be easily grasped is displayed on the button, the filtering operation can be performed more intuitively.

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

For example, in this embodiment and the example, the one-way bidirectional operation is shown as an example of the failure avoidance operation, but the present invention is not limited to this. As another example, it is possible to perform up-down line reverse operation in which an up train is run on the down line and the down train is run on the up line, and in the same direction, for example, a double line same direction operation in which the up train is distributed and run on multiple lines. is there.

In the present embodiment and examples, as an example of a failure, a failure of a train running between stations is shown, but the present invention is not limited to this. Other examples include failure of station equipment such as failure of a switch, failure of a specific train due to failure of a stopped train, failure of an elevator that goes up to the platform, and the like. Such fault information can also be displayed on the standing line screen 12 and the train line screen 13.

DESCRIPTION OF SYMBOLS 10 ... Operation management system, 10A ... Display part, 10B ... Processing part, 10C ... Memory | storage part, 10D ... Operation part, 12 ... On-line screen, 13 ... Train streak screen, 14 ... Diagram management apparatus, 14a ... Memory | storage part, 15 ... Route control device, 15a ... storage unit, 16 ... failure information management device, 16a ... storage unit, 17 ... operation arrangement device, 17a ... storage unit, 18 ... network, 20 ... field system, 30 ... field facility

Claims

A display unit that displays a train streak screen that represents the movement of a train over time as a diagram on a plane with an axis in a time direction and an axis in a route direction;
Applying the obstacle avoidance operation type that is a type of obstacle avoidance operation for avoiding obstacles and operating the train, and the obstacle avoidance operation time zone and the obstacle avoidance operation that is the time zone to which the obstacle avoidance operation is applied on the train stripe screen When a failure avoidance operation range that is a range is specified, a train operation plan is planned so that the train operates in the operation mode of the failure avoidance operation type in the failure avoidance operation time zone and the obstacle avoidance operation range, and the train And a processing unit for displaying a train schedule based on the operation plan on the train line screen.
The obstacle avoidance operation type is a one-line bidirectional operation in which a two-way train is run by dividing time on one track,
The processor is
Based on the obstacle avoidance driving range, a section for performing the one-line bidirectional operation is defined as a one-line bidirectional operation section that is defined at the first terminal and the second terminal at both ends,
When the first train enters the one-way bidirectional operation section from the first terminal station, the second train arrives at the second terminal station, and the first train arrives at the second terminal station. After that, the train operation plan is made so that the second train enters the one-way bidirectional operation section,
The operation management system according to claim 1.
When the obstacle avoidance operation time zone, the obstacle avoidance operation range, and the obstacle avoidance operation type are specified, the processing unit includes the obstacle avoidance operation range and includes the obstacle avoidance operation range. The operation management system according to claim 1, wherein the operation is corrected to an applicable area.
The obstacle avoidance operation type is a one-line bidirectional operation in which a two-way train is run by dividing time on one track,
The processing unit corrects the specified obstacle avoidance operation range to a range including both ends of the station including the obstacle avoidance operation range and having a crossover between the one line and the other line,
The operation management system according to claim 3.
In the train operation plan that is planned, if there is a train that travels in a direction opposite to the original direction at the time when the obstacle avoidance operation time zone ends, the train is the end station of the obstacle avoidance operation range. The operation management system according to claim 4, wherein the operation management system corrects the time until the vehicle arrives at the obstacle avoidance operation time zone.
A display unit for displaying an on-line screen indicating the on-line position of the train at the current time on the track;
When a failure occurs on the track, the next station in front of the failure occurrence position, which is the location where the failure has occurred, and the train going back to the route from the failure occurrence position to the failure occurrence position are reversed. An operation management system comprising: a processing unit that displays up to a station that can be turned in a direction as a warning target station and displays the warning target station on the existing line screen.
According to this, when a failure occurs, a station that is in a range that cannot be turned back when the train enters is displayed as a warning target station on the current line screen. Operation arrangement that does not occur can be easily performed. Usually, this warning target station is a station that should stop the train immediately.
The operation management system according to claim 6, wherein the processing unit sets a station that is behind one of the warning target stations as a caution target station, and displays the caution target station on the on-line screen.
A storage unit that holds virtual line that is information defining the direction and use for each line and physical line that physically indicates each line, and stores number line assignment management information;
An operation management system comprising: a processing unit that creates a train operation plan so that the physical number line associated with the virtual number line is used in the direction and use of the virtual number line.
A display unit for displaying the line assignment management information;
An operation unit that enables setting of the numbered line assignment management information by operation input,
When the physical number line used by the train set in the train operation plan is individually set, the processing unit makes the train operation plan by giving priority to the individually set physical number line over the virtual number line. And display on the display unit,
The operation management system according to claim 8.
When the physical number line is individually set for the train set in the train operation plan by the operation unit,
The operation management system according to claim 9, wherein the processing unit determines whether the setting by the virtual number line is consistent with the setting by the physical number line.
The processor is
In the display unit, the configuration of the route including each line of each station is displayed in a diagram,
Based on the operation to the operation unit, set the number line through the specified train,
In the display unit, the designated passing number of the train is displayed.
The operation management system according to claim 10.