WO2020110487A1

WO2020110487A1 - Operations management system and operations management method

Info

Publication number: WO2020110487A1
Application number: PCT/JP2019/040459
Authority: WO
Inventors: 祐太阿部
Original assignee: 株式会社日立製作所
Priority date: 2018-11-30
Filing date: 2019-10-15
Publication date: 2020-06-04
Also published as: JPWO2020110487A1; JP7230062B2

Abstract

The present invention comprises, in addition to an operations management system 9, a closed section occurrence information receiving unit 7 connected to an operations management network 3, and a turn-back operation storage unit 8 comprising a performance accumulation device 6 provided with an additional function. The turn-back operation storage unit 8 stores: closed sections confirmed on the basis of the closed section occurrence information received by the closed section occurrence information receiving unit 7; and the previous section, previous turn-back station, subsequent section, and subsequent turn-back station with respect to each of the closed sections. A central processor 1 creates a turn-back operation schedule diagram that allows turn-back operation in a section excluding the closed sections using information relating to the operation speed, operation interval, and turn-back station stop time stored in the performance accumulation device 6 and information relating to the closed sections, previous sections, previous turn-back stations, subsequent sections, and subsequent turn-back stations newly stored by the turn-back operation storage unit.

Description

Operation management system and operation management method

The present invention relates to an operation management system and an operation management method, and more particularly to an operation management system and an operation management method aiming at automation.

In recent years, operations such as traffic lights and turnouts in railway operations have been automated by an automatic route control device (Programmed Route Control: PRC) instead of humans. As a result, as long as the train is operating on a normal timetable, the work load of the operating staff, especially the operation dispatcher (hereinafter also simply referred to as the "instructor"), is greatly reduced, and the personnel cost can be significantly reduced. became. Such automation also contributes to the elimination of human error.

On the other hand, most of the traffic rescheduling and passenger guidance when the schedule is disturbed still depends on human information collection, planning, and implementation judgment. In addition, demands for increasing the number of train operations, high speed, accuracy, and customer service for increasing transportation capacity centered on metropolitan areas are unavoidable. As a side effect of responding to such a request, it has become difficult to appropriately and promptly deal with a timetable disorder. In particular, regarding the dispatcher who responds by rescheduling the timetable disorder, a drastic solution is postponed due to the number of people, the processing capacity of each person, and the difficulty of standardization/leveling. there were.

On the other hand, there is a desire to expand the range of operation rescheduling that can be speeded up and standardized in response to automation, and at the same time to advance towards the direction of eliminating human errors. In addition, unmanning of the corresponding work contributes to the equalization of the work. In other words, if a person who has a low load during normal times and works in full power in an emergency is replaced with a computer, unattended processing can be performed instantaneously, and progress is made toward leveling.

Therefore, we pursued the possibility of automating the transition operation to the loopback operation at the stations before and after the non-communication section, and the operation of releasing and restoring it. Regarding this, Patent Document 1 describes a technique for realizing a new method for creating a train schedule that focuses on the ease of rescheduling, including turnaround operations.

In this patent document 1, "To create a train schedule, a transportation failure scenario including a transportation failure that requires traffic rescheduling, a schedule candidate that is a pattern diagram, and a traffic rescheduling operation including a return operation at a return station are provided. Generate the train operation schedule set that has been performed for each of the schedule candidates, perform a primary evaluation of the schedule candidates using the train operation schedule set, extract the schedule candidates based on the results of the primary evaluation, and perform a passenger flow simulation for the extracted schedule candidates The secondary evaluation is performed, and the optimum diamond candidate is selected based on the result of the secondary evaluation."

Japanese Patent Laid-Open No. 2015-123778

However, the train schedule creation technique described in Patent Document 1 is a technique in which a human preliminarily prepares a plurality of pattern schedules in consideration of a scenario of a transportation obstacle, and requires human intervention. It has not been automated. The present invention has been made to solve the above problems, and an object thereof is to perform a turn-around operation in which a turn-around operation is performed in a section other than the cut-off section without depending on human operation or judgment when the cut-off section occurs. It is to provide an operation management system that can automatically create a timetable (hereinafter also referred to as "turnback timetable").

The present invention for solving the above-mentioned problems is an operation management system that enables operation management related to a turnaround operation timetable of a section excluding a non-communication section, which is at least a central processing unit, an operation management network, and a record storage device. In addition to the operation management system in which the information is connected to the operation management system, a disconnection section occurrence information receiving unit connected to the operation management network, and a return operation storage unit provided with an additional function in the result accumulating device are provided. The operation storage unit includes a non-communication section confirmed based on the non-communication section occurrence information newly received by the non-communication section occurrence information reception unit, and a front section, a front turnaround station, and a front section that are respectively confirmed for the non-communication section. , And a previous turnaround station are stored, and the central processing unit is configured to newly store the turnaround operation storage unit with information on the operation speed, the operation interval, and the stop time at the return station that are stored in advance in the performance accumulation device. Using the information of the non-communication section, the front section, the front turning station, the front section, and the front turning station stored in FIG. It is a thing.

According to the present invention, it is possible to provide an operation management system that automatically creates a turn-back operation timetable when a turn-off operation is performed in a section excluding the cut-off section without depending on human operation or judgment when the cut-off section occurs.

It is a block diagram which shows the relationship between the operation management system which concerns on the premise technique of this invention, and the operation management system (henceforth "this system") which concerns on embodiment of this invention. It is a schematic plan view which shows the Example of the return|turnback operation|movement at the time of a non-communication area by this system. It is an example of creating a turn-back timetable when a non-communication section occurs by this system. It is a flow chart which shows the procedure of automatic creation and cancellation of a return timetable when a non-communication section occurs by this system. It is a flow chart which shows the procedure of the return operation propriety judgment at the time of a non-communication section by this system. It is a flowchart which shows the procedure of the station which can be returned by the present system at the time of a non-communication section. It is a flow chart which shows the procedure of making a turn-back diamond at the time of a non-communication section by this system. It is a flow chart which shows the procedure of a train timetable restoration at the time of cancellation of an inaccessible section by this system.

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

FIG. 1 is a block diagram showing a relationship between an operation management system (prerequisite system) according to a prerequisite technology of the present invention and an operation management system (present system) according to an embodiment of the present invention. As shown in FIG. 1, in the present system 10, the prerequisite system 9 is provided with additional functions of a non-communication section occurrence information receiving unit 7 and a return operation storage unit 8. That is, in the precondition system 9 surrounded by the alternate long and short dash line in FIG. 1, the object of the present invention can be achieved by providing the additional function of the non-interruption section occurrence information reception unit 7 and the return operation storage unit 8. is there.

The premise system 9 is composed of a central processing unit 1, an operation management terminal 2, an operation management network 3, a station control device 4, a ground signal facility 5, and an achievement storage device 6. The central processing unit 1 is a device that plays a central role in the operation management system, and is a dedicated computer having functions for performing time management, timetable management, train tracking, route control, and the like. Hereinafter, the processing whose subject is omitted is executed mainly by the central processing unit 1.

The operation management terminal 2 is a device for realizing a user interface such as operation rescheduling manually performed by a commander, that is, a timetable change and route control. The operation management network 3 connects not only a central command room (not shown) to a station equipment room located remotely but also a network between the stations.

The station control device 4 is a device for realizing an interface between the ground signal equipment 5 and the operation management network 3. Although there are various types of ground signal equipment 5, in the present embodiment, the ground signal equipment 5 is a device capable of detecting a non-communication section and transmitting it to the station control device 4. The record accumulating device 6 is a device for accumulating the operation record, the traveling record, the operation history, the alarm history, the input/output information and the like for a certain period.

The central processing unit 1 uses the non-communication section information transmitted from the ground signal equipment 5 and received via the station control device 4 and the operation management network 3 as the judgment material, and when the non-communication section occurs, the return operation is performed before and after the non-communication section. Automatically create a turn-back timetable for performing, and continue automatic control according to the turn-back timetable.

At this time, no manual intervention by the dispatcher using the operation management terminal 2 is necessary. However, the ordering person can confirm the automatically created turn-back timetable by displaying it on the operation management terminal 2 on a monitor. The operation management terminal 2 is indispensable when the commander manually reschedules the operation in the prerequisite system 9.

The performance accumulating device 6 stores all changes made to the turn-back timetable, whether automatically or manually. The disconnection section generation information receiving unit 7 receives the disconnection section information generated by the ground signal equipment 5 via the station control device 4 and the operation management network 3. As described above, the record accumulating device 6 has a function of accumulating the operation record, the traveling record, the operation history, the alarm history, the input/output information, and the like for a certain period, so that the non-communication section transmitted from the ground signal equipment 5 Information can also be stored.

The turn-around operation storage unit 8 achieves the object of the present invention by providing the result accumulating device 6 with an additional function for creating a turn-back timetable. More specifically, a storage area and a storage table provided in the performance accumulating device 6 are provided to realize the loopback operation storage unit 8. The turn-back operation storage unit 8 detects the non-communication period information received by the non-communication period occurrence information receiving unit 7 and the non-communication period 11 to which the central processing unit 1 executes a predetermined program by using the non-communication period information as a trigger. 14 and 32 (FIGS. 2 and 3) are stored.

FIG. 2 is a schematic plan view showing an example of a turn-back operation when a non-communication section occurs according to this system. Similar to FIG. 3 used in the subsequent description, FIG. 2 illustrates a double-track route in which ten stations 20 to 29 that stop halfway are provided.

As shown in Fig. 2, between 10 stations 20 to 29, there are 9 sections if the upper and lower lines are put together, and there are 18 sections if they are distinguished by the upper and lower lines. The following description will be made assuming that a non-communication section occurs at any one of these 18 locations or at two adjacent locations. Here, we exclude cases where all sections are simultaneously disconnected due to a catastrophic disaster over a wide area or a large-scale blackout.

In FIG. 2, the turn-around operation routes 15 to 20 formed in each of the different interrupted sections 11 to 15 in the multi-track route in which ten stations 20 to 29 are connected by a continuous line 30 will be described. As shown in FIG. 2A, when only the non-communication section 11 occurs, the return driving route 15 from the terminal station 20 in front of the non-communication section to the station 23 in front of the non-communication section and the station 24 in front of the non-communication section 24 To the non-communication section destination terminal station 29, a turn-back timetable for realizing the turn-back operation route 16 is automatically created.

As shown in FIG. 2B, when the non-communication section 12 also occurs during the non-communication section 11, the return operation storage unit 8 stores the latest non-communication section information received by the non-communication section generation information receiving unit 7. By using that as a trigger, the central processing unit 1 executes a predetermined program to store the interrupted section 12 based on the latest information, in addition to the interrupted section 11 which has already been confirmed. Based on the stored information, the central processing unit 1 automatically creates a turn-back diamond that switches from the turn-back operation route 16 to the turn-back operation route 17 while maintaining the turn-back operation route 15.

As shown in FIG. 2C, when the non-communication section 13 occurs, the station 27 or the station 28 near the non-communication section 13 is selected, whichever is more feasible. In this case, since a turnaround station 27 having feasibility is selected, a turnaround diagram for realizing the turnaround operation route 18 that turns back at the turnaround station 27 is automatically created. Although it cannot be clearly understood from the figure, it is considered that the station 28 of FIG. 2(C) is not adopted as the return station because of a failure in the facility inside the station. As a result, in FIG. 2C, the station 27 in which the facilities in the station yard are determined to be healthy is adopted as the return station.

As shown in FIG. 2D, when the non-communication section generation information receiving unit 7 can receive the non-communication section 14 separately from the non-communication section 13, the whole line is used as much as possible like the loopback operation route 19. Automatically create a turn-back timetable so that train operation can be continued in a state close to the state.

The central processing unit 1 executes the predetermined program when the interruption section described with reference to FIG. 2(A) to FIG. 2(D) occurs, thereby obtaining the interruption section information transmitted from the ground signal equipment 5 one by one. And continue appropriate control processing. More specifically, it is determined that the central processing unit 1 can continue the train operation in a state as close to the state as possible where the entire line is utilized, and as a result, the loopback operation is performed before and after the cutoff sections 11 to 14, respectively. A turn-back timetable for doing is automatically created. The system 10 makes it possible to continue automatic control in accordance with the turn-back schedule thus created.

Fig. 3 is an example of creating a turn-back timetable when a non-interrupted section occurs with this system. As shown in FIG. 3, ten parallel lines, which are substantially evenly spaced in the horizontal direction, are station lines 49. The ten station lines 49 have the reference numerals 20 to 29 aligned with the stations 20 to 29 shown in FIG. 2 at the right end of FIG. Hereinafter, an explanation will be given by exemplifying a turn-back diamond creation when a new non-communication section 32 (indicated as “non-communication section line 32” on the diagram) occurs at an intermediate point between the

stations

25 and 26.

As clearly shown in FIG. 2 and FIG. 3, the central processing unit 1 similarly executes the predetermined program with respect to the confirmed non-communication sections 11 to 14 and 32, and the front section 38 and the front section, which are confirmed by executing a predetermined program. The return station 25, the destination section 39, and the return station 26 are also stored in the return operation storage unit 8. As a result, the information necessary for creating the turn-back diamond is gathered.

In the double-track route provided with 10 stations 20 to 29 illustrated in FIG. 2, the before-change train schedule line 31 connects the front terminal station 20 and the destination terminal station 29 to the return station at the stop times 44 and 45 respectively. It is a train diagram in normal times drawn by omitting the stopping time of the stations 21 to 28 on the way.

The interrupted section occurrence time line 33 is the time when the new interrupted section 32 occurs at an intermediate point between the

stations

25 and 26. The non-communication section elimination time line 35 is the time when the non-communication section 32 is restored and opened. The turn-back diamond line 34 is a turn-back diamond that is automatically created by the system 10 when a cutoff section occurs.

In the present system 10, the central processing unit 1 is a train that is scheduled to arrive at the front turn-back possible station 25 of the non-stop section 32 and the front turn-back possible station 26 of the non-stop section 32 first after the non-stop section generation time 33. Specify the timetable. Then, the link with the preceding link connection timetable from the

returnable stations

25, 26 is released. That is, the connection leading to the direction change at the

terminal stations

20 and 29 is released, and the train concerned is suspended.

At the same time, a timetable that automatically turns back at

stations

25 and 26 that can be turned back is automatically created. More specifically, the train schedules that are scheduled to arrive at the turn-

back stations

25 and 26 first after the non-interrupted section occurrence time 33 are linked. That is, the train schedule is created so that the trains that will arrive at the

return stations

25 and 26 change their direction and operate in a return direction. Since it is not possible to predict the cutoff time 35 of the non-communication section, all the timetables until the closing time of the day are set as the return timetable.

At time 35 when the suspension route is cleared, all turn-around timetables after the train departs beyond the turn-around

stations

25 and 26 are automatically deleted. At the same time, among the train schedules that were suspended when the non-stop section occurred, all the schedules scheduled to depart from the

return stations

25 and 26 after the non-stop section cancellation time 35 are restored. Then, the link connection is made by transferring to a return timetable that arrives beyond the

return stations

25 and 26.

At the time of this link connection, a small waiting time is provided at the turnaround station 25 for adjustment, but at the turnaround station 26, the original timetable has been restored without the need for adjustment due to the wait time. These may be intentional or accidental, and the diamond lines that intersect or approach on the diagram may be appropriately linked. Note that the waiting time provided at the return station 25 may be set to any of the stations 20 to 25, but the program of the central processing unit 1 may set the station with the maximum number of passengers. preferable. In this way, the train schedule before the change can be promptly restored when the non-communication section is resolved.

Note that the original diamond shown by the broken line in FIG. 3 and the folded operation diamond shown by the solid line are similar in shape so that they overlap with each other if they are slightly shifted in the time axis direction. This is because the purpose of operation management is to operate as in the original operation plan or at a timetable close to it as much as possible. The program of the central processing unit 1 is designed so as to approach its purpose.

Specifically, information on the driving speed V, the driving interval 40, and the stop times 44 and 45 at the turn-

back stations

20 and 29, which are stored in advance in the performance accumulation device 6, and the interruptions newly stored in the turn-back operation storage unit 8. Using the information of the sections 11 to 14, 32, the front section 38, the front turning station 25, the front section 39, and the front turning station 26, a turn-back operation diagram similar to the original time diagram is created.

However, the program of the central processing unit 1 is designed to be able to prioritize various circumstances when a non-interrupted section occurs and to appropriately create a turn-back operation diagram while compromising. Compromise means that the turn-around schedule created is acceptable even if it is not similar to the original schedule.

The fact that the shape is not similar means that the created turn-around schedule, that is, the

stop times

46, 47 at the turn-around

stations

25, 26 and other driving modes are the operation speed V, the driving interval 40, and the turn-around station 20 in the original timetable. , 29, and the stop times 44 and 45 at No. 29 do not match. In other words, since the system 10 has a compromise that can be compromised to some extent, more realistic adaptability can be exerted.

In other words, the front turn-around diamond can be compromised depending on the conditions, as long as it is a turn-back operation that reciprocates between the terminal station 20 and the return station 25 in the front section 38. Similarly, the forward turnaround diagram can be compromised depending on the conditions as long as it is a turnaround operation that reciprocates between the terminal station 29 and the turnback station 26 in the forward section 39.

In those turn-around timetables, even if the starting station or the terminal station is a station with a garage (not shown) located in the middle of the route, or the stop time at the midway station is unnaturally long and Even if the continuity is poor, you can make compromises depending on the conditions. FIG. 3 is merely an example simplified for explanation. Further, the present invention does not assume that the train has a failure.

FIG. 4 is a flowchart showing a procedure for automatically creating and canceling a return timetable when a non-interrupted section occurs according to this system. The processing shown in FIG. 4 to FIG. 8 as well as FIG. 4 is mainly executed by the central processing unit 1 unless specified by another subject. Hereinafter, description will be made in order.

As shown in FIG. 4, first, the central processing unit 1 repeats the processing (S1 to S14) of "automatic creation/cancellation of turn-back timetables" so as to be activated at a constant control cycle. As an example, if the control cycle is 10 msec, the control cycle is repeated 100 times per second, but it is not limited to this.

Here, it is determined whether or not all sections are non-interrupted sections (S1 to S7), and if a non-interrupted section has occurred, the section is stored as a non-interrupted section occurrence (S4). More specifically, first, one section is selected (S2). Next, it is confirmed whether or not a non-communication section has occurred in the target section (S3). When the non-communication section has occurred (Yes in S3), the non-communication section is stored (S4).

If the interrupted section has not occurred (No in S3), it is determined whether or not the interrupted section has been resolved by comparing the previous situation with the current situation (S5), and if it has been resolved (in S5). In Yes), it is stored as the cancellation of the interrupted section (S6). After S4 or S6, whether or not the confirmation of the situation over the entire section is completed (S7). If the confirmation is completed (Yes in S7), the contents of S4 are stored as a current non-interruption section without change (S8).

The reason for the process S8 is that after the confirmation of the non-interruptible section status of all the sections (S7), the previous non-interruptible section should be re-created in each control cycle so as not to re-create the turn-back diamond even though the non-interruptible section has not changed. This is because it is necessary to compare the non-communication section this time. If No in S7, the process returns to S2 to select the next section and repeat the same processing.

If there is at least one non-communication section (Yes in S9), it is judged whether or not the return operation is possible (S10). On the contrary, when there is no interrupted section (No in S9) and when the interrupted section is resolved in this control cycle (Yes in S11), the train timetable is restored from the return timetable to the original timetable before the change. Yes (S12).

If there is no interrupted section (No in S9) and if the interrupted section is not resolved in this control cycle (No in S11), the train schedule is not changed.

After S10 or S12, in order to compare the current interrupted section with the next control cycle in the next control cycle, the current interrupted section is stored as the previous interrupted section (S13), and then the processing of "automatic creation/cancellation of turn-back timetable" ends. Yes (S14).

FIG. 5 is a flow chart showing the procedure for determining whether or not a return operation is possible when a cutoff section occurs according to this system. The processes S20 to S30 of the "turnback operation propriety determination" shown in FIG. 5 are started in synchronization with the start S1 of the "turnback timetable automatic creation/cancellation" shown in FIG. 4 (S20).

As shown in FIG. 5, the current interrupted section and the previous interrupted section are compared (S21), and if there is a change in the interrupted section (Yes in S21), the number of interrupted sections is determined (S22). Here, as shown in FIG. 2(A), when there is one non-communication section, the non-communication section 11 is acquired (S23).

Then, the station 23 that can be turned back is determined in order from the station 23 immediately before the non-communication section to the terminal station 20 (S25). Similarly, in the determination of the turnaroundable station 24 ahead of the non-communication section 11, the station 24 immediately ahead of the non-stoppage section 11 is sequentially checked to the terminal station 29 to determine whether or not the turnaroundable station 24 is available. Is determined (S26).

In addition, as shown in FIG. 2(B), when there are two non-interruptible sections, two

non-interruptible sections

11 and 12 are acquired (S24). Similarly, the front foldable station 23 and the front foldable station 26 are determined (S25, S26). After determining the stations that can be turned back, a turn-back timetable is created (S27, S28). First, a front folded diamond is created (S27). Next, a front turnback diamond is created (S28).

After creating these turn-back timetables, update the departure information of each station according to the turn-back timetable (S29). More specifically, in the original timetable of FIG. 3, a train that is scheduled to arrive at the turn-back

possible station

25, 26 immediately and depart, or a train that is scheduled to arrive and depart after that, will immediately go to the turn-back timetable. It is considered a train that can be connected to, so connect to any of them.

FIG. 6 is a flow chart showing the procedure for determining a station that can be turned back when a non-stop section occurs according to this system. The process of "determination of stations capable of turning back" shown in FIG. 6 is started in synchronization with the start S20 of "judgment of whether turning-back operation is possible" shown in FIG. 5 (S40 of FIG. 6).

First, with respect to the front direction P of the non-communication section 11 shown in FIG. 2(A), it is determined from the station 23 immediately before the non-communication section 11 to the station 20 (S41 to S44) in order (S42), and it is determined whether or not the station can be turned back (S42). By doing so, the station 23 capable of returning to the front is determined (S43). More specifically, first, one front station is selected (S41). Next, it is confirmed whether or not the target station can be returned (S42). When it is possible to turn back (Yes in S42), the front turnback station is determined (S43). If it cannot be folded back (No in S42), the process proceeds to S44. Next, regarding whether or not the determination of whether or not to turn back before the non-communication section is completed (S44), if completed (Yes in S44), the process proceeds to S45. If No in S44, the process returns to S41, another station is selected, and the same processing is repeated.

Next, with respect to the forward direction Q of the non-communication section 11 shown in FIG. 2A, it is determined in order from the station 24 immediately before the non-communication section 11 to the station 29 (S45 to S48) whether or not the station can be turned back (S46). By doing so, the station 24 which can be turned back first is determined (S47). More specifically, first, one destination station is selected (S45). Next, it is confirmed whether or not the target station can be returned (S46). When it is possible to turn back (Yes in S46), the previous turn-back station is determined (S47). If it cannot be folded back (No in S46), the process proceeds to S48. Next, if it is incomplete (No in S48) as to whether or not the decision of whether or not to turn back the non-communication section is completed (No in S48), the process returns to S45, another station is selected, and the same processing is repeated. If the process is completed in S48 (Yes), the process proceeds to S49, and the process of "decision of returnable station" is completed.

FIG. 7 is a flow chart showing a procedure for creating a return timetable when a non-interrupted section occurs according to this system. The processes S50 to S60 of "creation of turnaround diamond" shown in FIG. 7 are started based on the result of the process S10 of turnaround operation availability determination shown in FIG. 4 (S50). First, after the non-communication section occurrence time 33 shown in FIG. 3, the train schedule which is scheduled to first arrive at the

return station

25, 26 is specified, and the schedule information is acquired (S51 in FIG. 7).

Next, the trains connected to all links after the next link of the acquired train schedule are suspended (S52). That is, the connection leading to the direction change at the

terminal stations

20 and 29 is released, and the train concerned is suspended. At the same time, the destination station of the train schedule is changed to the return station 25, 26 (S53). Further, by adding the turn-around time and the turn-around time to the turn-around station arrival time of the timetable, the turn-around station next link departure time is calculated (S54), and additional timetables to the

terminal stations

20 and 29 are created (S55). This is not the case when the

terminal stations

20 and 29 are loopback stations.

If the arrival time of the additional timetable is before the closing time (Yes of S56), the terminal station next link departure time is calculated by adding the return time to the arrival time (S57). An additional timetable is created (S58).

If the arrival time of the additional timetable is before the closing time (Yes in S59), the process returns to S54. After that, by repeating until the arrival time of the additional timetable exceeds the closing time (No in S56, No in S59), it is possible to create the turn-back timetable until the closing time.

FIG. 8 is a flow chart showing the procedure for recovering the train schedule when the interrupted section is resolved by this system. The processes S61 to S65 for "recovery of train schedule" shown in FIG. 8 are activated (S61 of FIG. 8) in synchronization with the start S1 of "automatic creation/cancellation of return schedule" shown in FIG.

In the train timetable restoration processing, at the

turnaround stations

25 and 26 shown in FIG. 3, the turnaround timetable which is scheduled to depart from the next turnaround station and the turnaround timediamonds which are linked to the destination are deleted (S62). .. Next, at the turn-

back stations

25 and 26, all the previous link-connection diamonds are restored (S63) in the suspension diamond scheduled to depart first. Finally, the turn-around station first arrival diamond is linked to the turn-around station departure diamond (S64). In this way, the automatic control based on the original train schedule can be promptly restored after the cutoff time 35. That is, the recovery of the train schedule is completed (S65).

The processes shown in FIGS. 4 to 8 are merely examples. In particular, regarding the means for confirming the cutoff sections 11 to 14 and 32 based on the cutout section generation information newly received by the cutoff section generation information receiving unit 7, the ground signal equipment 5, the station control device 4, and the operation management network 3 are used. Other means may be used as long as it is rational in relation to. Further, it is confirmed whether or not the front section 38, the front turning station 25, the front section 39, and the front turning station 26 corresponding to the confirmed non-communication sections 11 to 14 and 32 are applicable to the respective turning operations. The means is not limited to the processing illustrated in FIGS. 4 to 8.

Hereinafter, the main points of the present invention will be described with reference to the claims.
[1] An operation management system (this system) 10 according to an embodiment of the present invention enables operation management related to a turn-back operation timetable of a section excluding a non-communication section. The system 10 has a configuration including an operation management system (premise system) 9 as a prerequisite, a non-interruption section occurrence information receiving unit 7, and a driving storage unit 8.

The premise system 9 has a configuration in which at least the central processing unit 1, the operation management network 3, the record accumulating device 6, and the information are connected. The non-connection section occurrence information receiving unit 7 is connected to the operation management network 3 and receives the non-connection section occurrence information. The turn-around operation storage unit 8 is a storage area for storing necessary information for automatically creating the turn-around operation timetable added to the record accumulating device 6 and providing it to the central processing unit 1.

The turn-back operation storage unit 8 includes the non-communication section 32 confirmed based on the non-communication section generation information newly received by the non-communication section generation information reception unit 7, the front section 38 and the front section that are respectively confirmed with respect to the non-communication section 32. Information about the return station 25, the destination section 39, and the return station 26 is stored.

In the central processing unit 1, information about the driving speed V, the driving interval 40, and the stop times 44 and 45 at the

turnback stations

20 and 29, which are stored in advance in the performance storage device 6, and the turnback operation storage unit 8 newly store. Using the information of the non-communication section 32, the front section 38, the front turning station 25, the front section 39, and the front turning station 26, a turn-back operation diagram capable of turning-back operation in the

sections

38 and 39 excluding the non-stop section 32 is created. ..

According to the present system 10, it is possible to provide an operation management system that automatically creates a turn-back operation timetable for turning-back operation in a section excluding the non-interrupted section, without depending on human operation or judgment when the non-interrupted section occurs. In this way, the present system 10 can automatically create the turn-back operation timetable without the intervention of a commander or the like, so that the required time is instantly sufficient. In addition to avoiding human error and inefficient work hours, work quality is standardized.

[2] The present system 10 is connected to the station control device 4 that detects a non-communication section and the ground signal equipment 5 that can transmit information to the station control device 4, and the turn-back operation diagram created is used for operation management. It is reflected in the station control device 4 and the ground signal equipment 5 via the network 3.
[3] The present system automatically creates a turn-back diamond based on the result of checking the status of all sections (S7 in FIG. 4) with respect to the presence or absence of a non-section newly received by the non-section generating information receiving unit.
[4] In the present system, when two non-interruptible sections occur, a turn-back diamond is automatically created excluding the two non-interruptible sections (FIG. 2(B), FIG. 5).
[5] The present system refers to the determination result of whether the arrival time of the additional timetable is before the working time (S56, S59 in FIG. 7), and automatically creates only the turn-back timetable before the working time.

[6] The present system 10 restores the entire timetable when the created turn-back operation timetable becomes unnecessary. That is, the central processing unit 1 stores in the non-stop section generation information newly received by the non-stop section generation information receiving section 7, information on the original train schedule stored in advance in the performance accumulating apparatus 6, and the turn-back operation storage section 8. The timetable is restored using the stored information regarding the turn-back operation timetable.

When the system 10 restores the timetable, at the front turnback station 25 and the previous turnback station 26, the trains that are closest to the original train timetable are connected from the turnback operation timetables to restore the timetables. According to this, the return operation can be automatically canceled and the original train schedule can be automatically restored when the disconnected section is resolved.

[7] The operation management method (this method) according to the embodiment of the present invention achieves substantially the same operation and effect by being executed using the system 10 described in [1] or an equivalent system. That is, according to this method, it is possible to automatically create a turn-around operation diagram in which a turn-around operation is performed in a section other than the non-cutting section 32 when a non-cutting section occurs, without depending on human operation or judgment.

According to this method, the central processing unit 1 automatically creates a turn-back operation schedule by executing a predetermined program, using the information on the occurrence of a non-communication section received via the operation management network 3 as a trigger. The procedure is as follows. First, the return operation storage unit 8 stores the result of checking the actual state of the non-communication section occurrence information via the operation management network 3 (S8).

Next, in the front section 38 for the non-communication section, a front turn-around diagram that allows a turn-back operation from the front turn-around station 25 is created and stored in the turn-around operation storage unit 8 (S27). Next, in the preceding section 39 with respect to the non-communication section, a preceding turn-back diagram that allows turning-back operation is created from the turning-back station 26 and stored in the turn-back operation storage unit 8 (S28). The present method based on such a procedure has substantially the same operational effect as the present system 10 described in [1].

[8] The front turn-back timetable and the front turn-back timetable created by this method are reflected in the station control device 4 and the ground signal equipment 5 through the operation management network 3, so that automatic control can be performed as needed. Will continue. If the non-communication section is restored, the turn-around timetable will be unnecessary.

[9] In this method, the “train timetable recovery” is started (S61) by using the newly-discontinued section clearance information newly received via the operation management network 3 as a trigger, and the central processing unit 1 executes a predetermined program. As a result, the return operation timetable is automatically restored to the original operation timetable, and the "train timetable recovery" ends (S65). The procedure uses the information about the original train schedule stored in advance in the record accumulating device 6 and the information about the return train schedule stored in the return train storage unit 8 to restore the schedule as a whole ( S61 to S65). That is, at the front turn-back station 25 and the front turn-back station 26, the turn-back operation timetables are connected so as to approach the original train timetable, and the timetables are restored (S61 to S65).

[10] The detailed procedure of the steps S61 to S65 for restoring the timetable is as follows, except for S61 and S65. First, the links after the non-running return station are deleted (S62). Next, the departure schedule after the departure train at the return station is restored (S63). Next, the first-arrival timetable at the return station and the starting timetable at the return station are transferred (S64). In this way, the processes S61 to S65 for restoring the timetable can also be completed automatically without the intervention of the ordering person.

[Supplement]
Conventionally, when a situation requiring operation management occurs, such as a non-interrupted section due to a personal accident, etc., a dispatcher who is on standby at the transportation command station operates the operation management system 9 with the operation management terminal 2 to perform operation management. Was there. The purpose is to operate the train as close to the original schedule as possible. However, there were the following problems.

First of all, there is a possibility that wasteful operation management may occur because there is a difference in operation management content depending on the dispatcher, including human error, leaving room for standardization. Secondly, there is a tendency that there is a shortage of human resources who can carry out command work. Thirdly, most of the work of the dispatcher is "response to an emergency", and although he is always stationed in the dispatch room in case of an emergency, there is little need in normal times and the working situation is that it only operates in an emergency. There was room to standardize working hours.

Then, if only the mechanizable part of the operation management work is sequentially replaced with a computer, it will be possible to perform unattended and instantaneous processing, and progress towards the leveling of work quality. The present system 10 and the method for realizing the purpose, when a non-communication section occurs, are triggered by the reception of the non-communication section generation information, and automatically create a turn-back diamond so that the turn-around operation is performed in the section other than the non-stop section, and the turn-back operation is performed. The automatic control is continued according to the schedule.

Also, the present system 10 and the present method can automatically support the diamond recovery. That is, the automatic control is continued by using the reception of the non-communication section cancellation information as a trigger to automatically delete the turn-back timetable and automatically switching from the turn-back operation to the original normal train timetable.

1 Central Processing Unit 2 Operation Management Terminal 3 Operation Management Network 4 Station Control Device 5 Ground Signal Equipment 6 Achievement Accumulation Device 7 Interruption Section Occurrence Information Reception Unit 8 Return Operation Storage Unit 9, 10 Operation Management System (Premise System, This System)
11-14 Non-communication section 15-19 Return driving route 20-29

Station

20,29 Terminal station (return station)
30 Railway line 31 Train schedule before change 32 Non-stop section line 33 Non-stop section occurrence time 34 Return time line 35 Time when non-stop section is cleared 36 Front turn-back station 37 Front turn-back station 38 Front turn-over section 39

Forward section

40, 41 Driving interval 44, 45 (turn-back station Stop time 46 (at 20, 29) Stop time 47 (at the front turnaround station 25) Stop time 47 (at the front turnaround station 25) 49 (shown on the diamond) Station line P Forward direction Q Forward direction V Driving speed

Claims

An operation management system that enables operation management related to turnaround operation timetables of sections excluding non-communication sections,
In addition to an operation management system in which at least a central processing unit, an operation management network, and an achievement storage device are connected by information,
A disconnected section occurrence information receiving unit connected to the operation management network,
A turn-back operation storage unit provided with an additional function in the performance accumulating device,
Equipped with
The turn-back operation storage unit,
A non-communication interval confirmed based on the non-communication interval occurrence information newly received by the non-communication interval occurrence information receiving unit,
The front section, the front turning station, the front section, and the front turning station, which are respectively confirmed for the non-communication section,
Remember
The central processing unit is
Information on the driving speed, the driving interval, and the stop time at the turn-back station, which are stored in advance in the performance accumulation device,
Information of the non-communication section, the front section, the front turning station, the front section, and the front turning station newly stored by the turn-back operation storage unit,
Using, to create a turn-back operation diagram that can be turned-back in a section other than the non-communication section,
Operation management system.
A station control device that detects the cutoff section,
Ground signal equipment capable of transmitting information to the station control device,
Information connection to,
The operation management system according to claim 1, wherein the created turn-back operation diagram is reflected in the station control device and the ground signal equipment via the operation management network.
Regarding the presence or absence of the non-communication section newly received by the non-communication section occurrence information receiving unit, a return operation timetable is automatically created based on the result of checking the conditions of all the sections.
The operation management system according to claim 1.
When the non-communication section occurs at two places, a turn-back operation diagram is automatically created excluding the two non-communication sections.
The operation management system according to claim 1.
Refer to the judgment result of whether the arrival time of the additional timetable is before the working time, and automatically create only the turn-back operation timetable before the working time,
The operation management system according to claim 1.
The central processing unit is
The non-communication period elimination information newly received by the non-conduction period occurrence information receiving unit,
Information related to the original train schedule pre-stored in the achievement storage device,
Information relating to the turn-around operation diagram stored in the turn-around operation storage unit,
Using,
The operation management system according to claim 1, wherein a train closest to the original train schedule is restored from the return schedule to restore the schedule at each of the front turnaround station and the previous turnaround station.
It is an operation management method that enables operation management related to the turn-around timetable of the section excluding the non-communication section,
In addition to an operation management system equipped with at least a central processing unit and an achievement storage device,
A non-communication section occurrence information receiving unit connected to the operation management network,
A turn-back operation storage unit provided with an additional function in the performance accumulating device,
Using
Executed by the central processing unit triggered by the interrupted section occurrence information received via the operation management network,
A process of storing the result confirmed through the operation management network in the return operation storage unit with respect to the actual state of the non-communication section occurrence information,
A process of creating a front turn-back operation diagram capable of turning-back operation from the front turn-back station in the front section with respect to the non-communication section and storing it in the turn-back operation storage unit,
A process of creating a turn-around operation diagram capable of turning-back operation from a turn-around station in the preceding section for the non-communication section and storing it in the turning-back operation storage unit,
Has,
Operation management method.
A station control device that detects the cutoff section,
Ground signal equipment capable of transmitting information to the station control device,
Information connection,
The operation management method according to claim 7, wherein the created front turn-back operation timetable and the previous turn-back operation timetable are reflected in the station control device and the ground signal equipment via the operation management network.
Triggered by the non-communication section resolution information newly received via the operation management network,
The central processing unit,
Information related to the original train schedule pre-stored in the achievement storage device,
Information related to the turn-back operation schedule stored in the turn-back operation storage unit,
Using,
A process of connecting and restoring the train closest to the original train schedule from the return schedule to each of the front-side turning station and the previous turning-back station,
The operation management method according to claim 7, further comprising:
The restoration process is
The process of deleting the next link after the non-running return station,
A process to revive after the departure schedule of the return station,
The process of transferring the first-arrival timetable of the return station and the starting timetable of the return station,
The operation management method according to claim 9, further comprising: