WO2020217686A1 - ダイヤ作成装置、ダイヤ作成方法、及び自動列車制御システム - Google Patents
ダイヤ作成装置、ダイヤ作成方法、及び自動列車制御システム Download PDFInfo
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- WO2020217686A1 WO2020217686A1 PCT/JP2020/007095 JP2020007095W WO2020217686A1 WO 2020217686 A1 WO2020217686 A1 WO 2020217686A1 JP 2020007095 W JP2020007095 W JP 2020007095W WO 2020217686 A1 WO2020217686 A1 WO 2020217686A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/12—Preparing schedules
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
- G06Q10/06311—Scheduling, planning or task assignment for a person or group
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/14—Following schedules
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
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- G06N3/00—Computing arrangements based on biological models
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Definitions
- the present invention relates to a timetable making device, a timetable making method, and an automatic train control system.
- Patent Document 1 and Patent Document 2 disclose technologies aimed at supplying transportation capacity that meets the moving demands of passengers that may fluctuate with time.
- an appropriate number of trains is calculated based on the predicted demand for each time zone of the representative section of the target route, and the calculated appropriate number of trains and the actual number of trains currently in operation are calculated.
- the turnaround time is lengthened to reduce the operation density, and if the actual number of trains is less than the appropriate number, the turnaround time is shortened to increase the operation density.
- the number of trains for each time zone within the same line is automatically determined based on the maximum value of the number of passengers for each station under the condition that the change of the turnaround station is permitted, and is determined.
- Patent Document 1 and Patent Document 2 adjust the number of trains operated for each time zone in consideration of the demand for movement.
- sufficient adjustment cannot be made and movement is performed.
- the degree of conformity to demand was uneven.
- One example is when there is a shortage of vehicles available and the ideal conditions for meeting mobile demand cannot be physically achieved.
- Another example is when the shape of the line on which the train is operating is not simple. For example, the line in charge of one direction and the line in charge of another direction share the same track or track in some sections. It has a Y-shaped track wiring that you can use, and it seems that you are trying to improve operational efficiency by appropriately allocating which (physical) vehicle to assign to each train in each direction according to the train schedule.
- the present invention has been made in view of such a situation, and an object of the present invention is to create a timetable, a timetable making device, which can provide passengers with operation services of uniform quality even when there are fluctuations in mobile demand.
- the method is to provide an automatic train control system.
- One of the present inventions for solving the above problems is to create a timetable in which a target timetable, which is a train timetable used for controlling a train group, is modified by using a prediction result of moving demand to create a new target timetable.
- An objective function generator that generates an objective function related to the operation interval between trains included in the train group using the prediction result of the moving demand, and an arrival at each station of each train regarding the operation of the train group.
- a candidate for the target timetable using the constraint condition generator that obtains the constraint conditions that the time and departure time should satisfy, and the arrival time and departure time of each station of each train obtained by optimizing the objective function under the constraint conditions.
- a candidate timetable creation unit for creating a candidate timetable is provided, and the candidate timetable created by the candidate timetable creation unit is output as a new target timetable.
- another one of the present invention is an automatic train control system, which is a train included in a train group to be controlled by using a prediction result of moving demand calculated based on information acquired from a predetermined sensor.
- An objective function generator that generates an objective function related to the operation interval between trains
- a constraint condition generator that obtains a constraint condition that the arrival time and departure time of each station of each train should satisfy regarding the operation of the train group
- the objective function is included in a train group that is a constraint condition that the arrival time and departure time of each station of each train should satisfy regarding the operation of the train group
- Candidate timetable creation unit that creates candidate timetables that are candidates for target timetables, which are train timetables used for controlling train groups, using the arrival time and departure time of each station of each train optimized and obtained under the above constraints.
- a diamond creation device that outputs the candidate diamond created by the candidate diamond creation unit based on the latest target diamond as a new target diamond, and an operation that controls each train based on the output target diamond. It
- FIG. 1 It is a block diagram of the automatic train control system which concerns on 1st Embodiment. It is a figure which shows the structure of the target timetable making apparatus 100 which concerns on 1st Embodiment. It is a figure explaining the timetable change pattern held in the timetable change pattern database provided in the target timetable creation apparatus shown in FIG. It is a figure explaining the content of the pattern matching information 901 in the timetable change pattern shown in FIG. It is a figure explaining the content of the operation route information held in the operation prediction data included in the target timetable creation apparatus shown in FIG. It is a figure explaining the content of the directed graph which the target timetable creation apparatus shown in FIG. 2 creates in order to obtain the train ID correspondence table in the combination element reflection process of FIG.
- (B) is a timetable diagram showing the state of the train timetable after the combination element reflection processing is executed. It is a figure for demonstrating the operation of the candidate timetable creation process in 3rd Embodiment, and (A) is the time interval adjustment process for the train timetable in the state of FIG. 26 (B) without considering the destination of a train. It is a timetable diagram which shows the state of the train timetable after executing. (B) is a timetable diagram showing the state of the train timetable after executing the time interval adjustment process in consideration of the destination of the train with respect to the train timetable in the state of FIG. 26B. It is a flow diagram for demonstrating the detailed operation in the time interval adjustment processing among the operations of the target timetable making apparatus in 3rd Embodiment.
- the automatic train control system of the present embodiment holds a target train timetable (target timetable) at the time of train control, and updates the target timetable based on information obtained from various sensors such as running results.
- target timetable target train timetable
- the automatic train control system predicts the future train operation status based on the information obtained from various sensors and the current target timetable, and in addition to the current train operation status, the future Create a forecast timetable that is a train timetable that also includes the operation status of the train, find the part of the target timetable that should be corrected based on this forecast timetable and the forecast result of mobile demand, and correct each part.
- it is configured to include a target timetable creation device that creates a train timetable (candidate timetable) that is a candidate for a new target timetable.
- the target timetable creation device evaluates the expected congestion degree of each train for each of the created candidate timetables, and updates the target timetable using the best candidate timetable.
- the target timetable creation device calculates the operation interval of the target train and optimizes the operation interval so that the operation interval on the train timetable approaches the operation interval, in addition to increasing or decreasing the number of trains. Is processed.
- FIG. 1 is a diagram illustrating an example of the configuration of the automatic train control system 1 according to the first embodiment.
- the automatic train control system 1 includes an operation management system 200, a movement demand forecasting system 300, and a target timetable creating device 100.
- the target timetable creation device 100 includes a train timetable (target timetable) obtained from the operation management system 200 and used as a control target in train control, and a future prediction result obtained from the mobile demand prediction system 300. It is appropriately corrected based on the information of the movement demand (for example, when, where, where, and how many people are going to move), and is transmitted to the operation management system 200.
- a wired or wireless communication network such as LAN (Local Area Network), WAN (Wide Area Network), the Internet, or a dedicated line 5 Is connected so that it can communicate with.
- LAN Local Area Network
- WAN Wide Area Network
- the Internet or a dedicated line 5 Is connected so that it can communicate with.
- the operation management system 200 manages the train timetable (target timetable) and the location of each train, and controls the running of each train 25 in the operation management area based on the information of the target timetable.
- the mobile demand forecasting system 300 predicts mobile demand after the current time from the historical information of mobile demand accumulated so far and real-time sensor information.
- Real-time sensor information used by the mobile demand prediction system 300 includes, for example, data that counts the number of people passing through the ticket gate 30 of a station, which has the absolute number of passengers as information, and monitoring installed on the platform of a station. Like the image taken by the camera 35, there is information for estimating the ratio of the number of passengers on the up train and the down train.
- the sensor information used by the mobile demand forecasting system 300 is not limited to these, and by acquiring information such as tickets and commuter passes from an IC card reader, information on not only the passenger entrance station but also the destination station can be obtained. May be configured to be acquired together.
- FIG. 2 is a diagram illustrating an example of the configuration included in the target timetable creating device 100.
- the target timetable creating device 100 includes a processor 101 such as a CPU (Central Processing Unit), a RAM (RandomAccessMemory), a ROM (ReadOnlyMemory), HDD (HardDiskDrive), and an SSD (SolidStateDrive) as hardware. ), Etc., an input device 104 including a keyboard, a mouse, a touch panel, and the like, an output device 105 including a monitor (display), and a communication device 106 that communicates with each device.
- the operation management system 200 and the mobile demand forecasting system 300 also have the same hardware configuration.
- the target timetable creation device 100 includes a prediction timetable generation unit 111, a congestion degree prediction unit 113, an objective function generation unit 115, a constraint condition generation unit 117, a candidate timetable creation unit 119, a target operation interval calculation unit 121, and an evaluation index value calculation unit. It has each function of 123. These functions may be realized by hardware such as FPGA, or may be realized by a configuration in which the processor 101 reads and executes a program stored in the storage device 103. In the following, the latter, that is, the processor 101 reads and executes the program stored in the storage device 103, and the target timetable creation device 100 uses the prediction timetable generation unit 111 (prediction timetable generation program), for example.
- the prediction timetable generation unit 111 predicts the future operation status of each train by using the operation prediction data 210 and the train timetable (for example, the latest target timetable 310 acquired from the operation management system 200), and up to now. Together with the running record of each train (in the past), the forecast timetable 230, which is a train timetable that is expected to "operate in this way so far and will be like this in the future", is generated.
- the prediction diamond generation unit 111 generates the prediction diamond 230
- the running record of each train which is past information
- the congestion degree prediction unit 113 predicts the congestion degree. This is to take into account information about passengers boarding from sections that have already been traveled.
- the congestion degree prediction unit 113 predicts the congestion degree of each train when traveling between adjacent stations by using the prediction timetable 230, the congestion degree prediction data 250, and the moving demand data 270.
- the congestion degree prediction unit 113 also predicts the number of passengers left unloaded for each train at each station (that is, the passengers who tried to board but could not board because the capacity was exceeded).
- the objective function generation unit 115 is executed in step s115 of the time interval adjustment process s93, which will be described later, to create an objective function for time interval adjustment based on the target operation interval calculated by the target operation interval calculation unit 121. is there.
- the constraint condition generation unit 117 is executed in step s117 of the time interval adjustment process s93, which will be described later, in order to create a constraint condition related to train running that the feasible solution should satisfy.
- the candidate timetable creation unit 119 is executed in step s57 of the target timetable correction process s21 described later in order to create a candidate timetable that is a candidate for a new target timetable that is more suitable for the current situation.
- the target operation interval calculation unit 121 calculates the ideal value of the operation interval of the train group to be adjusted by using the moving demand data 270, and in step s113 of the time interval adjustment process s93 described later. , Is executed to calculate the target operation interval.
- the evaluation index value calculation unit 123 calculates the index value of a predetermined evaluation index related to the train timetable, and is step s35 of the target timetable correction necessity determination process s17 described later and step s133 of the candidate timetable selection process s61 described later. It is executed to calculate the evaluation index vector.
- the evaluation index is represented by, for example, a vector composed of a plurality of elements.
- the target timetable creation device 100 includes operation prediction data 210, prediction timetable 230, congestion degree prediction data 250, movement demand data 270, timetable change pattern database 290, target timetable 310, and candidate timetable. Each data of 330 and the best candidate diamond 350 is stored.
- the operation prediction data 210 is data used by the prediction timetable generation unit 111, and is information on station and line facilities (for example, information on line station arrangement and line wiring, information on tracks that can be used at each station, and adjacent stations. Includes the headway for each vehicle type between trains, the minimum time to be secured between the preceding train and the following train, such as the continuation time interval and crossing time interval), and the running record of each train.
- station and line facilities for example, information on line station arrangement and line wiring, information on tracks that can be used at each station, and adjacent stations. Includes the headway for each vehicle type between trains, the minimum time to be secured between the preceding train and the following train, such as the continuation time interval and crossing time interval), and the running record of each train.
- the prediction timetable 230 is generated by the prediction timetable generation unit 111, and is a train timetable that includes the future operation status that is expected to be "this will happen in the future" in addition to the running results of the train so far. is there.
- the congestion degree prediction data 250 is data used by the congestion degree prediction unit 113. For example, information on a movement route from a boarding station to a disembarking station such as a line of stations on each line or a transfer station, and information on passenger behavior patterns. Includes (passenger behavior model).
- the mobile demand data 270 is acquired from the mobile demand forecasting system 300, and includes not only the passenger's mobile demand up to now but also the forecast result of future mobile demand.
- the timetable change pattern database 290 is data including one or more timetable change patterns 291 (details will be described later). Each timetable change pattern 291 corresponds to the contents of operation arrangement for one or more trains, and defines how to change the components of the train timetable when changing the train timetable. Contains information.
- Each timetable change pattern 291 includes information on combination elements such as an increase / decrease in the number of trains and a running order of trains, and information for determining a range subject to time interval adjustment.
- the number of trains is increased, the suspension of all or some sections of the train, the change of the destination of the train (including extended operation, change of direction, temporary evacuation to the detention line, etc.), adjustment of the operation interval of the train, It is possible to define the contents of the timetable change corresponding to the operation adjustment such as, and the operation arrangement that combines a plurality of these operation arrangements.
- timetable change pattern database 290 is prepared in advance as information including one or more timetable change patterns 291 and stored in the storage unit
- the embodiment of the present invention includes this.
- the present invention is not limited, and an executable program capable of executing the timetable change process corresponding to the contents defined in each timetable change pattern 291 may be created and stored in advance. Details of the timetable change pattern 291 will be described later.
- the target timetable 310 is the latest train timetable used as a train control target in the operation management system 200, and is acquired from the operation management system 200.
- the target timetable creation device 100 corrects the target timetable 310 as necessary and transmits it to the operation management system 200.
- the candidate timetable 330 is created in the timetable update process executed by the target timetable creation device 100, and is a train timetable that is a candidate for the correction result of the target timetable.
- the best candidate timetable 350 is created in the timetable update process executed by the target timetable creation device 100, and is a train timetable determined to be the most appropriate for the expected movement demand among the candidate timetables.
- FIG. 3 is a diagram illustrating an example of the configuration of the timetable change pattern 291.
- the timetable change pattern 291 in the present embodiment includes pattern matching information 901, reference train ID 902, change target train group information 903, changed train group information 904, and time interval adjustment target range information. 905 and is included.
- the pattern matching information 901 information for identifying the state of the diamond before the timetable change is registered using the train ID (train identifier). For example, in the pattern matching information 901, information in which the combination element of the diamond before the timetable change is defined by using the train ID is registered. The details of the pattern matching information 901 will be described later.
- the target timetable creation device 100 associates the train ID in the timetable change pattern 291 with the train ID in the candidate timetable based on the reference train ID 902.
- the value of the train ID used in the data of the train timetable (target timetable, prediction timetable, candidate timetable, etc.) and the train ID in the timetable change pattern 291 are treated as different data.
- the values do not always match. This is because the timetable change pattern 291 is not created in association with each specific train timetable (target timetable, prediction timetable, candidate timetable, etc.), but is defined as a general-purpose one (that is, the timetable change pattern). Which train in the timetable change pattern 291 corresponds to which train in the timetable change pattern 291 may differ depending on the situation), so the train ID in the timetable change pattern 291 is defined as a local train ID closed in the timetable change pattern. Because it is.
- the target timetable creation device 100 associates the local train ID in the timetable change pattern 291 with the train ID in the train timetable according to the violation point of interest, so that the train ID in the timetable change pattern 291 and the train ID are linked.
- the train ID in the timetable change pattern 291 can be actually specified. Convert to train ID.
- the train ID correspondence table is generally different depending on the violation location of interest.
- a list of train IDs of trains deleted due to a change of train schedule (for example, a list of train IDs of trains whose destination is changed, the running order is changed, or the train is suspended) is registered. ..
- the changed train group information 904 stores information on trains added for changing the train schedule. This information is, for example, information on what kind of route a train travels on, which train uses the same vehicle, and which train runs as a preceding train. Details of the changed train group information 904 will be described later. In this way, factors other than time in the train schedule (which train runs which route, which train and which train are assigned the same vehicle, and in what order each train uses resources such as railroad tracks. By specifying, etc.), it becomes easy to search for a change plan of the train schedule that can be actually used (that is, feasible) for controlling the train.
- the time interval adjustment target range information 905 stores information for specifying the train for which the operation interval is adjusted in the time interval adjustment process s93 described later. For example, in the case of "adjusting the time interval of each train in the range of the preceding train Np train and the following train Ns train based on the train to be changed or the newly added train", "Np" and “Ns” ”Set is stored.
- the information for identifying the train is not limited to this, and for example, "a train departing from a predetermined station from Tp seconds before to Ts seconds after the train to be changed or a newly added train is selected. It may be based on time, such as "adjusting the time interval as an object".
- the details of the pattern matching information 901 will be described.
- FIG. 4 is a diagram for explaining the contents of the pattern matching information 901 included in the timetable change pattern 291.
- the pattern matching information 901 is data that defines information on each train before the timetable change, which is a prerequisite for the timetable change.
- Each record of the pattern matching information 901 includes a train ID 9011 in which the train ID is stored, a route ID 9012, a front operation train ID 9013, a rear operation train ID 9014, a train attribute 9015, an arrival / departure line preceding train 9016, and an adjacent station. It has each item including the inter-preceding train 9017.
- the train ID 9011 stores the identifiers (train IDs) of the trains that make up the train schedule.
- the route ID 9012 stores identification information (route ID) that identifies the route on which the train related to the train ID 9011 travels.
- the specific content of the operation route indicated by the route ID is defined in the operation route information (described later).
- the pre-operation train ID 9013 stores the identification information (pre-operation train ID) of the train in which the vehicle used for the train according to the train ID 9011 is assigned in front of the train according to the train ID 9011.
- the rear-operated train ID 9014 is identification information (post-operation train ID) of the train to which the vehicle used for the train according to the train ID 9011 is assigned next to the train according to the train ID 9011.
- the train attribute 9015 stores information indicating the train attribute indicating the role of the train in the timetable change pattern. Train attributes include, for example, "change target”, "preceding train", and "operational connection".
- “Change target” means a train whose operation changes due to a timetable change. Therefore, if the train related to this "change target” is a train whose change is particularly prohibited when the train schedule is changed (exclusion of the change target), the timetable change pattern 291 related to the change of the train schedule cannot be applied.
- Preceding train is not the target of change, and when the train schedule before or after the change is uniquely determined except for the difference in time (that is, which train uses the same vehicle as which train and which route is used). If there is a place where the train runs and the course conflicts with other trains such as the arrival / departure line, it is the train that will be the preceding train (when uniquely determining which train will run after which train at that place). It means that. In this way, the "preceding train” is a train that is necessary only to uniquely determine the train schedule before or after the change, excluding the difference in time, and by applying the timetable change pattern 291 of the train.
- the train timetable Since the timetable is not changed, even if the train related to this "preceding train" is a train whose change is specifically prohibited when changing the train timetable (excluded from the change), the train timetable The timetable change pattern 291 related to the change of is applicable.
- “Operational connection” is other than "change target", and when the train schedule before or after the change is uniquely determined except for the difference in time (that is, which train uses the same vehicle as which train) When traveling on a route and uniquely determining which train will run after which train if there is a place where the course conflicts with other trains, such as the arrival / departure line), the pre-operation train or the rear It means that it is a train that will be an operational train.
- the "operational connection” is a train that is necessary only to uniquely determine the train schedule before or after the change, excluding the difference in time, and by applying the timetable change pattern 291 of the train.
- the train timetable Since the timetable is not changed, even if the train related to this "operational connection" is a train that is specifically prohibited from changing when changing the train timetable (excluded from the change), the train timetable The timetable change pattern 291 related to the change of is applicable.
- the train attribute 9015 is "preceding train” or "operation connection” and it is not necessary to store information (train ID) in the front operation train ID 9013 or the rear operation train ID 9014
- the front operation train ID 9013 or the rear operation train ID 9014 Is registered with a predetermined exception value (for example, "-") meaning "Don't Care”.
- a predetermined exception value for example, "-" meaning "Don't Care”.
- the timetable change pattern 291 is not created in association with each specific train timetable, so the route and order in which the train travels are set to the timetable change pattern 291. However, the arrival and departure times are not set.
- the arrival / departure line and the adjacent station are used when the train specified by the train ID 9011 travels on the route specified by the route ID 9012 (attention).
- the train ID of the train For the line between the station and the next station), use the train ID of the train that uses the arrival / departure line immediately before the train, and the line between the adjacent stations immediately before the train.
- the train ID of the train is registered according to the station arrangement. Specifically, the information about the first station on the station line is the arrival / departure line leading train 9016 (1) and the adjacent station leading train 9017 (1), and the information about the second station is the arrival / departure line leading train 9016 ( It is registered in 2) and the preceding train 9017 (2) between adjacent stations. Similarly, each information is registered up to the last station on the station line.
- the identification information of the train that uses the arrival / departure number line immediately before the train (arrival / departure number preceding train ID).
- the train IDs are stored in the arrival / departure line preceding train 9016 in the order of the stations in which the trains related to the train ID 9011 travel (arrival / departure line preceding trains 9016 (1) (2) ). ..
- arrival / departure line preceding trains 9016 (1) (2) a train whose train ID 9011 is "PTR003”
- the arrival / departure line preceding train of the second station on the station line is "PTR006" described in the arrival / departure line preceding train 9016 (2).
- the line between each station and the adjacent station of each station (that is, between the next station), which is used when the train related to train ID 9011 departs from each station, is used for the train.
- the identification information (preceding train ID between adjacent stations) of the train used immediately before is stored.
- the train IDs are stored in the preceding trains 9017 between adjacent stations in the order of the stations in which the trains related to the train ID 9011 travel (preceding trains 9017 (1) (2) ). ..
- one preceding train (train ID) may be registered by collecting a plurality of lines to the next station of the preceding train 9017 between adjacent stations.
- the amount of data may be reduced by storing a set of a station in which the preceding train changes according to the station arrangement order of the trains related to the train ID 9011 and the preceding train as variable-length data.
- a predetermined exception value (for example, "-") meaning "no preceding train” is stored in the item of the arrival / departure line preceding train 9016 or the preceding train 9017 between adjacent stations of the train that uses each line first. You may.
- a predetermined exception value (for example, "-"" meaning "Don't Care” is used. ) May be stored. The reason is that these information are not required when creating the train ID correspondence table.
- the details of the operation route information regarding the route ID 9012 will be described.
- FIG. 5 is a diagram illustrating an example of operation route information.
- the operation route information 1200 is information that defines an operation pattern such as a physical route on which a train travels and whether each train stops or passes at each station on the route.
- the operation route information 1200 is created in advance and stored as a part of the operation prediction required data 210.
- each record of the operation route information 1200 has each item of route ID 1201, station ID 1203, track ID 1205, and stop classification 1207.
- the route ID of the operation route is stored in the route ID 1201.
- the station ID 1203 stores identification information (station ID) that individually identifies each station on the route related to the route ID 1201.
- the track ID 1205 stores identification information (track ID) that individually identifies the arrival / departure number (track platform) in the station related to the station ID 1203.
- the stop classification 1207 stores information (stop classification) indicating whether the train stops or passes at the station related to the station ID 1203.
- each information is stored in the order of route IDs, and for the same route ID, in chronological order.
- the operation route information 1200 is information for specifying the station arrangement from the starting station to the ending station, the arrival / departure number line to be used, and the stop classification, and includes all the running patterns of the train.
- information to that effect may be included in the operation route information 1200.
- an item relating to the identification information (departure side line ID) of the departure side line is included in each record of the operation route information 1200.
- a predetermined exception value is set in the item of the departure side line ID in the record of the terminal station of the line.
- the target timetable creation device 100 generates a directed graph based on the relationship between trains described in the timetable change pattern 291 in order to generate a train ID correspondence table.
- the directed graph will be described with reference to FIG.
- the timetable change pattern 291 is created in advance and registered in the timetable change pattern database 290.
- the validity of the timetable change pattern 291 can be determined by using this directed graph (necessary). It can be confirmed easily (in the sense of conditions). Therefore, when the timetable change pattern is automatically created by a separate tool or the like, it is desirable that the validity check using the directed graph described in FIG. 6 is executed by the tool.
- FIG. 6 is a diagram illustrating an example of a directed graph used to generate a train ID correspondence table.
- each train ID registered in the pattern matching information 901 is set as a node 933, and the relationship between the front operation train, the rear operation train, and the preceding train defined in the pattern matching information 901 is It was created to be represented by an arc (directed side).
- the node 933 corresponding to each train (train ID) becomes the starting point of the arc, and each train of the front operation train, the rear operation train, the arrival / departure line preceding train, and the adjacent station preceding train for that train.
- the node 933 corresponding to either (train ID) is the end point of the arc.
- the validity of the pattern matching information 901 and the reference train ID 902 is checked from the node 933 (“PTR001”) related to the reference train ID 902 to each of the other nodes 933. It can be determined by whether or not there is a route to reach (a row of nodes and arcs). In the example of FIG. 6, by using the thick line arc 935, it is possible to reach each node of "PTR001" to "PTR002" to "PTR008" directly or via another node, so that it is “valid”. It is judged. If it is judged to be "invalid", it is registered in the timetable change pattern database 290 after increasing the number of trains registered in the timetable change pattern 291 so that it is judged to be "valid". Keep it.
- FIG. 7 is a diagram showing an example of the changed train group information 904 in the timetable change pattern 291.
- the changed train group information 904 is information on the train group after the timetable change, and each record related to each train timetable after the change includes train ID 9041, route ID 9042, front operation train ID 9043, rear operation train ID 9044, and arrival / departure line precedence. It has each item of train 9045 and preceding train 9046 between adjacent stations.
- the train ID 9041 stores the train ID of the train newly added to the train schedule.
- the train ID stored in the train ID 9041 is not related to the train ID in the individual specific train timetable, but is a local train ID in the timetable change pattern.
- the route ID 9042 stores identification information (route ID) of the route on which the train related to the train ID 9041 travels.
- the pre-operation train ID 9043 stores the pre-operation train ID for the train related to the train ID 9041.
- the post-operation train ID 9044 stores the post-operation train ID for the train related to the train ID 9041.
- the arrival / departure line preceding train 9045 stores the arrival / departure line preceding train ID related to the train ID 9041.
- the preceding train 9046 between adjacent stations stores the preceding train ID between adjacent stations for the train related to the train ID 9041.
- the timetable change pattern 291 described above is created manually or by using a separate tool so as to satisfy the following conditions, and is stored in advance in the timetable change pattern database 290.
- a timetable change pattern 291 so that all trains that are in front of the train to be changed and are not the train to be changed will be in front of the train after the change.
- a timetable change pattern 291 is created so that all trains that are operated after the train to be changed and are not trains to be changed are operated after any of the changed trains.
- all the trains that appear in the timetable change pattern are all.
- a timetable change pattern 291 is created so that it can be traced.
- the functions of the target timetable creating device 100 described with reference to FIGS. 1 to 7 are stored by the hardware of the target timetable creating device 100 or by the processor 101 of the target timetable creating device 100 stored in the storage device 103. It is realized by reading and executing the program.
- these programs are non-temporary readable by, for example, a secondary storage device, a non-volatile semiconductor memory, a hard disk drive, a storage device such as an SSD, or an information processing device such as an IC card, an SD card, or a DVD. It can be stored in a data storage medium.
- a secondary storage device a non-volatile semiconductor memory
- a hard disk drive a storage device such as an SSD
- an information processing device such as an IC card, an SD card, or a DVD. It can be stored in a data storage medium.
- FIG. 8 is a flow chart showing an example of the timetable update process performed by the target timetable creation device 100.
- the timetable update process is a process of acquiring the target timetable currently used for train control from the operation management system 200, correcting it as necessary, and then transmitting it to the operation management system 200.
- the operation management system 200 receives the target timetable transmitted from the target timetable creation device 100, the operation management system 200 updates the target timetable held internally so as to use the target timetable for train control.
- the timetable update process is executed, for example, when a predetermined input is made by the user, or at a predetermined timing (for example, a predetermined time, a predetermined time interval).
- the target timetable creation device 100 When the timetable update process is started, the target timetable creation device 100 first acquires the moving demand data (s11). Specifically, for example, the target timetable creating device 100 acquires the mobile demand data predicted by the mobile demand forecasting system 300 from the mobile demand forecasting system 300, and stores this as the mobile demand data 270.
- the target timetable creation device 100 acquires the current target timetable (s13). Specifically, for example, the target timetable creating device 100 acquires the target timetable from the operation management system 200 and stores it as the target timetable 310.
- the target timetable creation device 100 acquires the running record data (s15). Specifically, for example, the target timetable creation device 100 acquires travel record data from the operation management system 200 and stores the data in the operation prediction data 210.
- the target timetable creation device 100 generates a prediction timetable, and further determines whether or not it is necessary to correct the current target timetable acquired in s13 by predicting the degree of congestion between each adjacent station of each train. , The target timetable correction necessity determination process is executed (s17). The details of the target timetable correction necessity determination process will be described later.
- the target timetable creation device 100 corrects the current target timetable (target timetable correction process). (See below) is executed (s21), and then the target timetable is transmitted to the operation management system 200 (s25).
- the target timetable creation device 100 is generated by the target timetable correction necessity determination process.
- the prediction timetable is saved as a new target timetable (s23), and the target timetable is transmitted to the operation management system 200 (s25). This is a measure to reflect minor corrections such as train delays in the target timetable on the operation management system side.
- the operation management system 200 When the operation management system 200 receives a new target timetable transmitted from the target timetable creation device 100, the operation management system 200 updates the target timetable held internally according to the received target timetable and controls the running of each train according to the updated target timetable. To do.
- the target timetable creation device 100 ends the timetable update process after the process of step s25 is completed (s27).
- FIG. 9 is a flow chart for explaining the details of the target timetable correction necessity determination process in the timetable update process.
- the target timetable creation device 100 generates a prediction timetable (s31). Specifically, for example, the target timetable creating device 100 has a predetermined time range in the future (hereinafter referred to as a predicted time zone, for example, from the current time) based on the target timetable acquired in s13 and the travel record information acquired in s15. Predict the operation status of the train group in the time zone up to 24 hours later) and generate a prediction timetable. The target timetable creating device 100 determines the arrival / departure time of the train based on the running record even for the portion having the running record, and includes it in the predicted timetable.
- a prediction timetable s31
- the target timetable creating device 100 has a predetermined time range in the future (hereinafter referred to as a predicted time zone, for example, from the current time) based on the target timetable acquired in s13 and the travel record information acquired
- the operation prediction method for predicting the arrival / departure time of each station of each train without relying on the micro train running simulation, and the method for generating the prediction timetable by the operation prediction method are, for example, internationally released WO2011 /. It is disclosed in Japanese Patent Application Laid-Open No. 125613.
- the target timetable creation device 100 predicts the degree of congestion between adjacent stations of each train in the predicted time zone when each train operates according to the predicted timetable generated in s31 (s33). Specifically, for example, the target timetable creation device 100 uses the movement demand data acquired in s11, the prediction timetable generated in s31, and the passenger behavior model stored in the congestion degree prediction data 250, and the predicted time. Predict the movement status of each passenger in the zone (which train to board from which station to which station), the status of the number of passengers waiting for each station at each time in the predicted time zone, and each adjacent train Predict the number of passengers between stations.
- a method for predicting the degree of congestion based on a train schedule is disclosed in, for example, International Publication WO2018 / 087811.
- the target timetable creation device 100 calculates an evaluation index vector for evaluating the service quality of the train timetable in the predicted time zone based on the congestion degree of each train predicted in s33 (s35).
- the target timetable creation device 100 determines whether or not the evaluation index vector calculated in s35 is within an allowable range in light of the reference evaluation index vector described later (s37). Specifically, for example, the target timetable creating device 100 compares the index values of each component of the evaluation index vector and the reference evaluation index vector, and determines whether or not there is a deviation of a predetermined value or more.
- the reference evaluation index vector is an evaluation index vector at a predetermined reference time, and the target timetable creating device 100 sets the train timetable at that time and the train timetable when the train operation is started on each day.
- This reference evaluation index vector is generated and stored in the storage unit 103 based on the movement demand data assumed at the time of planning.
- the train schedule used on each day may have an identifier, and the reference evaluation index vector calculated in advance may be associated with the identifier and stored.
- the data required for generating the reference evaluation index vector is stored in advance in the storage unit 103 (not shown).
- the target timetable creation device 100 determines that the target timetable correction is unnecessary (s39), and determines whether or not the target timetable correction is necessary. The process ends (s41). On the other hand, if the evaluation index vector is not within the permissible range in light of the reference evaluation index vector (s37: NO), the target timetable creation device 100 determines that the target timetable needs to be corrected (s43), and the target timetable needs to be corrected. The rejection determination process is terminated (s41).
- the evaluation index vector will be specifically described.
- FIG. 10 is a diagram showing an example of an evaluation index vector
- FIG. 11 is a diagram showing an example of a route according to the present embodiment.
- the evaluation index vector 500 is a set of evaluation indexes for each component constituting the train schedule.
- the evaluation index vector 500 is configured to include the congestion degree average value element 510 (AVERAGE # CNGSTN # RATE) and the unloaded passenger number element 520 (NUM # PSSNGR # UtB) for each time zone. There is.
- the congestion average value element 510 departs from the station specified by column 517 on the line specified by column 515 in the time zone from the start time specified by column 511 to the end time specified by column 513.
- the average congestion of trains is one of the evaluation factors.
- This average of the degree of congestion is not a simple average, but will be described later (Fig.) In order to suppress the influence of the difference in discrete behavior near the time window boundary due to the difference in train departure timing on the evaluation value. It is a weighted average using the trapezoidal window function of 12). Note that the window function used is not limited to the trapezoidal window function as long as the window function has a heavier weight toward the center of the window and the weights are 0 at both ends of the window.
- the unloaded passenger number element 520 is the passenger left unloaded at the station specified by column 527 on the route specified by column 525 in the time zone from the start time specified by column 521 to the end time specified by column 523.
- the number of people is one of the evaluation factors.
- FIG. 12 shows a trapezoidal window function as an example of a window function which is an adjustment parameter for ensuring continuity between the value of the evaluation index in each time zone and the value in the time zones before and after the evaluation index vector 500. It is a figure which shows the example of.
- the window function is used to take a weighted average for the value of the evaluation index, and when the trapezoidal window function 700 of FIG. 12 is used, the value of the evaluation index in the intermediate time zone 702 in each time zone is set.
- a constant positive weight value 703 is considered (eg multiplied).
- the weight value with respect to the value of the evaluation index at the start time 704 (reference time) and the end time 706 (one hour after the reference time) of each time zone is 0.
- the value becomes smaller as the time approaches 704 or the end time 706.
- FIG. 13 is a flow chart illustrating an example of the target timetable correction process in the timetable update process.
- the target timetable creation device 100 sets the prediction timetable generated by the timetable correction necessity determination process as the initial value of the optimum candidate timetable (best candidate timetable) (s51).
- the target timetable creation device 100 generates an evaluation index vector for this prediction timetable and stores it in association with the best candidate timetable.
- the target timetable creation device 100 executes a correction part identification process for specifying a part of the prediction timetable that needs to be corrected (one of the violation parts, hereinafter referred to as a correction part) (s53).
- a correction part one of the violation parts, hereinafter referred to as a correction part
- the target timetable creation device 100 refers to the timetable change pattern database 290 and selects one of the registered timetable change patterns 291 (hereinafter, referred to as a selected timetable change pattern) (s55).
- the target timetable creation device 100 executes a candidate timetable creation process of changing the combination elements in the prediction timetable according to the selection timetable change pattern selected in s55 and further generating a candidate timetable which is a train timetable with the time interval element optimized. (S57). Details of the candidate timetable creation process will be described later.
- the target diamond creation device 100 executes the candidate diamond selection process for determining whether or not the candidate diamond is to be the new best candidate diamond. (S61). Details of the candidate diamond selection process will be described later.
- the target timetable creation device 100 repeats the process from s55 in order to select another timetable change pattern 291 (s63).
- s63 timetable change pattern 291
- the other timetable change pattern 291 disappears, or when the upper limit value is set for the calculation time of the parts of steps s55 to s63 and the actual calculation time reaches the upper limit value, s65 described later Processing is done.
- the target timetable creation device 100 repeats the process from s55 in order to select another timetable change pattern 291 (s63).
- the target timetable creation device 100 saves the current best candidate timetable as a new target timetable and ends the target timetable correction process (s67).
- FIG. 14 is a flow chart for explaining the details of the correction location specifying process in the target timetable correction process.
- the target timetable creation device 100 identifies and marks the timetable change prohibited train in step s71 (s71). Specifically, for example, the target timetable creation device 100 excludes trains that have already departed from the first train station from all the trains constituting the prediction timetable, and has already set the departure mark of each station as the departure mark. The listed trains are not subject to destination changes.
- the target timetable creating device 100 is a component whose index value of the evaluation index vector exceeds a predetermined threshold value with respect to the index value of the component in the reference evaluation index vector and the degree of upward deviation or downward deviation (for example).
- Stations where the number of unloaded passengers exceeds a predetermined threshold, stations adjacent to trains where the degree of congestion exceeds a predetermined threshold in the predicted time zone, etc.) are extracted as violation points (s73). ..
- the target timetable creation device 100 selects an appropriate one of the violation points extracted in s73 (s75). Specifically, for example, the target timetable creation device 100 selects one train in the earliest time zone among the trains related to the violation location or one train related to the violation location having the highest degree of violation. The reason why the train in the earliest time zone is selected from the trains related to the violation point is that the accuracy of the prediction result of the moving demand becomes lower as the train in the later time zone. The train specified in s71 (the train marked as a timetable change prohibited train) is excluded from the selection. After the completion of the violation location selection process s75, the target timetable creation device 100 ends the correction location identification process. Next, the details of the candidate timetable creation process will be described.
- FIG. 15 is a flow chart showing an example of a candidate timetable creation process in the target timetable correction process.
- the target timetable creation device 100 executes a combination element reflection process for changing the combination element specified by the selection timetable change pattern selected in s55 for the prediction timetable (s91).
- the target timetable creation device 100 generates a new timetable in which the running order and destination of each train are changed according to the change contents indicated by the selected timetable change pattern (for example, which vehicle in what running order). It is determined where to run the train by using it according to the given timetable change pattern 291 and up to the combination element of the candidate timetable is determined). The details of the combination element reflection processing will be described later.
- the target timetable creation device 100 determines that "the creation of the candidate timetable has" failed “" (s99), and the candidate timetable The creation process ends (s101).
- the target timetable creation device 100 is before and after the part where the combination element is reflected before and after the combination element is reflected in the train timetable in which the combination element generated in s91 is reflected.
- the time interval adjustment process which is the process of adjusting the time interval of each train, is executed (s93). Specifically, for example, the target timetable creating device 100 changes the arrival / departure time of each station of each train under the condition that the combination elements are not changed. The details of the time interval adjustment process will be described later.
- the target timetable creation device 100 determines whether or not a feasible solution has been found in the time interval adjustment process of s93 (s95).
- the target timetable creation device 100 determines that the candidate timetable has been successfully generated (s97), and the candidate timetable creation process ends (s101).
- the target timetable creation device 100 determines that the generation of the candidate timetable has failed (s99), and ends the candidate timetable creation process (s101).
- FIG. 16 is a flow chart illustrating an example of the combination element reflection process in the candidate timetable creation process.
- the target timetable creation device 100 performs a candidate timetable initialization process (s1201). Specifically, for example, the target timetable creation device 100 duplicates the prediction timetable obtained in the target timetable correction necessity determination process s17 and registers it as an initial value of the candidate timetable.
- the target timetable creation device 100 generates a train ID correspondence table that associates the train ID in the timetable change pattern 291 with the train ID in the candidate timetable (s1202). Specifically, for example, the target timetable creation device 100 creates a directed graph 931 from the timetable change pattern 291, and in the train ID indicated by the reference train ID 902 in the timetable change pattern 291 and the correction part specified by the correction part identification process. By associating with the train ID and tracing the arc 935 in the generated directed graph 931, the correspondence relationship with the train on the candidate timetable is obtained for each train ID in the timetable change pattern 291.
- the target timetable creation device 100 determines whether or not the train ID correspondence table has been successfully generated in s1202 (s1203).
- the train whose train attribute 9015 of the pattern matching information 901 in the timetable change pattern 291 is "change target" is changed to the timetable change prohibited train specified by the correction location identification process.
- the train ID in the timetable change pattern 291 and the train ID on the candidate timetable do not correspond one-to-one, or the timetable change pattern 291
- the route ID is different between the train related to the train ID in the above and the train related to the train ID on the candidate timetable
- the current timetable change pattern 291 cannot be applied to the corrected part, so that the train ID correspondence table Is determined to have failed to generate.
- the target timetable creation device 100 determines that the train ID correspondence table has been successfully generated.
- the target timetable creation device 100 determines that the generation of the train ID correspondence table has failed (s1203: NO), it determines that the reflection of the combination elements has failed (s1204), and ends the combination element reflection process (s1209). ..
- the target timetable creation device 100 determines that the train ID correspondence table has been successfully generated (s1203: YES)
- the target train group deletion process is performed (s1205). Specifically, for example, the target timetable creation device 100 deletes the train IDs listed in the change target train group information 903 in the timetable change pattern 291 from the current candidate timetables by referring to the train ID correspondence table. To do.
- the target timetable creation device 100 updates the information of the post-operated train related to the pre-operated train of the train related to the train ID to be deleted with the information of "post-operation undecided" with respect to the train group information 903 to be changed.
- the information of the pre-operated train related to the post-operated train related to the train ID to be deleted is updated with the information indicating "pre-operation undecided".
- the target timetable creation device 100 performs the changed train group addition process of adding each train corresponding to the train ID listed in the changed train group information 904 to the candidate timetable by referring to the train ID corresponding table. Do (s1206).
- the target timetable creation device 100 sets the train ID of each train in order from the first station according to the station arrangement defined by the route ID, immediately after the train arriving at the arrival / departure line, and before the adjacent stations. Add immediately after the train.
- the target timetable creation device 100 has the train ID on the candidate timetable corresponding to the newly added train ID on the current candidate timetable.
- the train ID that has not been assigned is assigned according to a predetermined rule.
- the target timetable creating device 100 updates the information of the post-operated train related to the pre-operated train for the pre-operated train of the added train so as to point to the added train, and similarly, the post-operated train of the added train.
- the information of the pre-operated train regarding the post-operated train is updated so as to point to the added train.
- the target timetable creating device 100 sets a tentative time such that the arrival time and departure time at each station of the train to be added satisfy the relationship between the preceding train and the following train and the relationship between the front operation train and the rear operation train. to register. These values are adjusted by the time interval adjustment process s93 described later.
- the target timetable creation device 100 determines that the reflection of the combination element is "successful” (s1207), and ends the combination element reflection process (s1209).
- FIG. 17 is a timetable diagram showing the state of the train timetable 1500a before the execution of the combination element reflection process
- FIG. 18 is a timetable diagram showing the state of the train timetable 1500b after the change target train group deletion process is executed for the train timetable 1500a
- FIG. 19 is a timetable diagram showing a state of the train timetable 1500c after the change train group addition process is executed for the train timetable 1500b.
- the train streak 1501 corresponds to the train TR001
- the train streak 1502 corresponds to the train TR002
- the train streak 1503 corresponds to the train TR003
- the train streak 1504 corresponds to the train TR004
- the train streak 1505 corresponds to the train.
- train streak 1506 corresponds to train TR006
- train streak 1507 corresponds to train TR007
- train streak 1508 corresponds to train TR008
- train streak 1511 corresponds to train TR101
- train streak 1512 corresponds to train Corresponding to TR102
- train streaks 1513 correspond to train TR103
- train streaks 1520 correspond to train TR020.
- the reference train “PTR001” of the timetable change pattern 291 illustrated in FIGS. 3 to 7 is linked to the train “TR001” in the train timetable 1500a of FIG.
- the train timetable 1500 is a kind of train timetable called a pattern timetable
- the timetable change pattern 291 illustrated above is a timetable change pattern.
- the reference train "PTR001" in 291 can be linked not only to the train "TR001” in the train schedule 1500 but also to the train "TR020". That is, by creating the timetable change pattern 291 using the characteristics of the pattern timetable, the number of timetable change patterns 291 registered in advance in the timetable change pattern database 290 can be suppressed.
- the running order of the trains between stations has been added so that it is immediately after the preceding train indicated by the preceding train 9046 between adjacent stations of the changed train group information 904, and the front operation train ID 9043 and the rear operation of the changed train group information 904 are added.
- the front-operated train and the rear-operated train are registered according to the information indicated by the train ID 9044.
- the information of the rear operation train is updated so as to match the tsuji like "TR101" and “TR103", respectively, and the rear operation train " Of the operational information of "TR007” and “TR008", the information of the previously operated train is updated so that the trains match each other like "TR102” and "TR103", respectively.
- the determination of success or failure of reflection of the combination elements related to the location (s92) is performed by the time interval adjustment process s93 described later. It may be carried out after finding the optimum solution in. Specifically, for example, the target timetable creating device 100 moves from "the preceding train on the track used when moving from ST03 to PK03", “the preceding train when arriving at PK03", and "from PK03 to ST03".
- FIG. 20 is a flow chart illustrating an example of the time interval adjustment process in the candidate timetable creation process.
- the target timetable creating device 100 does not change the parts related to the combination elements (number of trains, operation route, running order, track to be used, track number, etc.) to each station STj of each train TRi.
- the arrival time ARV (TRi, STj) (after adjusting the time interval) and the departure time DPT (TRi, STj) (after adjusting the time interval) from each station STj of each train TRi are determined.
- the target timetable creating device 100 When the time interval adjustment process is started, the target timetable creating device 100 first determines, in step s111, the train for which the time interval adjustment is performed among the trains in the train timetable for which the combination elements have been changed in step s91. .. Specifically, for example, the target timetable creation device 100 refers to the time interval adjustment target range information 905, and sets the train group including the train that is the target of the change of the combination element and the trains of the streaks before and after the time interval. Determined as the train to be adjusted.
- the target timetable creating device 100 is an ideal operation interval for each train determined to perform time interval adjustment in step s111, based on the time change of the predicted movement demand. Calculate the target operation interval.
- a method of calculating this operation interval will be described with reference to FIG.
- FIG. 21 is a diagram illustrating an example of how to obtain an ideal value of the operation interval for each train in the time interval adjustment process.
- the horizontal axis represents the departure time of a predetermined station of interest for each train, and the vertical axis represents travel demand (in the case of this embodiment, since it is an example of the simple route shown in FIG. 11, for example, each It represents the value of how many passengers who want to board the next train arriving at the time have arrived at the station of interest).
- FIG. 21 shows the train departing from the station of interest before train TR0, which is the reference on the earlier departure time side, when the movement demand fluctuates with time, as shown by the predicted movement demand curve 808.
- the total number of travel demands that is, the total number of passengers who want to board the train in the time zone is obtained.
- the number of people assigned to each train is calculated so that the number of people assigned to each train is equal.
- TR1 and TR2 so that the definite integral value 810, the definite integral value 811, the definite integral value 812, the definite integral value 813, and the definite integral value 814 corresponding to the number of passengers on each train are equal to the allotted number of people, respectively.
- TR3, TR4 the departure time of the four trains will be decided in this order. As a result, the number of passengers on each train, that is, the ideal value of the operation interval that equalizes the degree of congestion is calculated.
- the ideal operation interval should be to level the "ratio of the allocated number of people to the transportation capacity of each train" instead of the "allocated number of people for each train". You may find the value. Such changes are easy.
- the target timetable creation device 100 creates an objective function for adjusting the time interval based on the target operation interval calculated in step s113.
- the objective function calculated by the target timetable creating device 100 is a function in which the evaluation value (output value) becomes worse as the operation interval of each train deviates from the target operation interval, and is, for example, the following function. ..
- step s119 which will be described later, the optimum solution is obtained assuming that the solution that minimizes the following objective function f1 is the best solution.
- ⁇ is the sum of the set of the train TRi to be adjusted and the station STj of interest, but only when the train TRi to be adjusted travels on the station STj of interest. To do.
- there is generally one or more subscripts i of the train TRi to be adjusted that is, one or more trains are to be adjusted
- the HDW (TRi, STj) is the operation interval (the operation interval between the train TRi and the following train) based on the train TRi at the station STj
- the IdealHDW (TRi, STj) is the train TRi at the station STj.
- the standard operating interval ideal operating interval between the train TRi and the following train.
- the operation interval HDW (TRi, STj) based on the train TRi at the station STj is expressed by, for example, the following equation.
- HDW (TRi, STj) DPT (NEXT (TRi, STj), STj) -DPT (TRi, STj)
- NEXT (TRi, STj) is the next train after the train TRi at the station STj.
- the target timetable creation device 100 creates a constraint condition regarding train running in step s117.
- constraints related to train running There are two types of constraints related to train running: constraints related to operation prediction and constraints related to operation services. For example, the following constraints are created.
- the determining variables are the arrival time ARV (TRi, STj) of each train TRi at each station STj and the departure time DPT (TRi, STj) of each train TRi from each station STj, and the following constraints are these. Create using variables.
- the constraints related to operation prediction are as follows. It should be noted that the conditions 4 and 5 are the same constraint conditions as those adopted in the known operation prediction technology utilizing PERT and the like, and the necessity of these constraint conditions at each station is determined depending on the line wiring. It is a thing.
- the headway of each train after the headway adjustment is equal to the initial headway before the headway adjustment.
- the stop time of each station of each train after the time interval adjustment is equal to the stop time before the time interval adjustment.
- Condition 3) The turnaround time at each turnaround station of each train after adjusting the time interval is equal to or greater than the preset minimum turnaround time.
- step s119 By creating the constraint conditions for train running in this way, when finding the optimum solution in step s119 described later, the travel time from when the passenger gets on the train to when it arrives at the destination does not change, and the travel time is returned. It is possible to create a train schedule in which the operation interval is adjusted according to the hour and minute.
- step s119 the target timetable creation device 100 obtains the value (that is, the optimum solution) of each determination variable that minimizes the value of the objective function generated in s115 while satisfying the constraint condition generated in s117, and the time interval.
- the adjustment process ends.
- the optimum solution in step s119 may be calculated by using a known technique such as a solver for a mixed integer programming problem, and the calculation time is sufficient to obtain the optimum solution from the viewpoint of the required response performance. If it cannot be obtained, a quasi-optimal solution that can be executed within the time limit may be obtained and output. If no feasible solution is found, the target timetable creation device 100 outputs that no feasible solution is found so that "NO" can be selected in the conditional branch of step s95 in the candidate timetable creation process of FIG. To do.
- a known technique such as a solver for a mixed integer programming problem
- step s119 the value of each determined variable obtained before ending the time interval adjustment process, that is, the time interval to each station STj of each train TRi.
- the adjusted arrival time ARV (TRi, STj) and the adjusted departure time DPT (TRi, STj) from each station STj of each train TRi are reflected in the candidate timetable to be created.
- FIG. 22 is a flow chart illustrating an example of the candidate diamond selection process s61 in the target diamond correction process s21.
- the target timetable creation device 100 first congests each train between adjacent stations in the predicted time zone for the candidate timetable that was successfully created in the candidate timetable creation process s57 in step s131. Predict the degree.
- step s133 the target timetable creation device 100 calculates an evaluation index vector corresponding to the candidate timetable based on the degree of congestion predicted in step s131.
- the target timetable creation device 100 compares the evaluation index vector calculated in step s133 with the reference evaluation index vector generated in advance, and calculates an evaluation value.
- an evaluation value such as "the magnitude of the vector of the difference between the two" is used so that the degree of similarity between the two can be measured and the more similar the two are, the better the evaluation is.
- the train timetable at the time when the reference evaluation index vector is obtained and the candidate timetable do not always match even if the time point of view is excluded, so that it is meaningless in the comparison of train units. Therefore, for example, as illustrated in FIG. 10, the evaluation index vector is configured so that the comparison as a statistic can be performed.
- the target timetable creation device 100 sets the current candidate timetable as a new best candidate timetable in step s139 and selects the candidate timetable. End the process.
- the evaluation value calculated in step s135 is not better than the evaluation value calculated from the evaluation index vector corresponding to the best candidate timetable and the reference evaluation index vector (step s137 “NO”), the best candidate timetable The candidate timetable selection process is terminated as it is without updating.
- the target timetable creation device 100 also stores the evaluation value corresponding to the current candidate timetable.
- the ideal operation interval should be calculated based on the prediction result of the travel demand, the objective function regarding the operation interval should be generated based on the ideal operation interval, and the operation of the train should be satisfied.
- the turnaround time of each train based on the objective function under the constraint conditions, a candidate timetable that is a candidate for updating the target timetable is created, so the ideal operation interval is realized for some reason. Even if this is not possible, it is possible to create a candidate timetable with a more leveled degree of conformity to mobile demand as compared with the conventional technology, and it is possible to provide passengers with an operation service with more uniform quality.
- the candidate diamonds that are close to the service quality assumed in the initial plan are considered to be good, for example, when evaluating only by looking at the degree of congestion.
- the automatic train control system 1 of the present embodiment it is possible to provide passengers with an operation service having a higher quality than before even when there is a fluctuation in mobile demand, in other words (for example, at the time of planning). It is possible to provide passengers with an operation service with a quality closer to the standard service quality (assumed in).
- the target timetable creating device 100a (not shown) in the present embodiment differs from the target timetable creating device 100 in the first embodiment in the content of the time interval adjustment process s93. Therefore, the contents of the time interval adjustment process in the present embodiment will be described in detail below.
- FIG. 23 is a diagram showing an example of the loop line according to the present embodiment.
- each train 953 traveling on the outer track LN21 circulates clockwise at each station in the order of ST21, ST22, ..., ST26, and travels on the inner track LN22.
- Each train circulates in each station counterclockwise (not shown for trains running counterclockwise).
- FIG. 24 is a timetable diagram showing the operation status of a train operating on such a loop line. As shown in FIG. 24, by delaying the departure time of the train 954, the operation interval 956 with the next train can be set.
- the departure time of the train 955 which operates in the same vehicle as the train 954, may be delayed due to the effect, which may extend the operation interval 957 with the preceding train.
- one of the features of the loop line is that the influence of the time change of a certain train is not limited to the change of the operation interval with the train immediately after that.
- Another feature of the loop line is that the train does not turn back, so the operation interval cannot be adjusted according to the turn-back time.
- the target timetable creating device 100a in the present embodiment has the processing of step s117 in the time interval adjustment processing s93 (constraints related to train running) with respect to the target timetable creating device 100 in the first embodiment.
- the contents of the process to create) are mainly different. Therefore, the contents of the process will be described in detail below.
- the target timetable creating device of the present embodiment increases the travel time (time from departure of departure to arrival at destination) while taking into account the characteristics of the above-mentioned two loop lines.
- the condition 2 in the first embodiment is relaxed to be the condition 2', the condition 3 is deleted, and the condition 7 is added as a constraint condition related to the operation service as follows. Constraints are created. (Condition 1) The headway of each train after the headway adjustment is equal to the initial headway before the headway adjustment. (Condition 2') The stop time of each station of each train after the time interval adjustment is equal to or greater than the stop time before the time interval adjustment.
- the difference between the two must be within the specified time and minute.
- the arrival time of the following train of each train at each station after adjusting the time interval is after "the departure time of the preceding train + the continuation time interval".
- the arrival or departure time of the following train of each train at each station after adjusting the time interval is after "departure or arrival time of the preceding train + crossing time interval”.
- the departure interval of each train at each station after adjusting the time interval is equal to or less than the preset maximum waiting time.
- the travel time for one round of the route is less than or equal to the predetermined time.
- FIGS. 25 to 28 the third embodiment of the present invention will be described with reference to FIGS. 25 to 28.
- this embodiment is applied to a case where a line in charge of one direction and a line in charge of another direction commonly use a line or a number line in some sections. Is a suitable example.
- the present embodiment also gives priority to the responsiveness of timetable creation when the operation density is high and the movement demand for each direction can be regarded as almost uniform within the range of the time interval adjustment, and the degree of congestion is determined by a simple time interval adjustment. It is also an example of the process of leveling.
- the target timetable creating device 100c (not shown) in the present embodiment differs from the target timetable creating device 100 in the first embodiment in the content of the time interval adjustment process s93. Therefore, the contents of the time interval adjustment process in the present embodiment will be described in detail below.
- FIG. 25 is a route map for explaining the characteristics of routes suitable for applying the present embodiment.
- the first line in charge of the first direction is a line that goes back and forth between stations such as station ST11, station ST12, station ST13, station ST14, and station ST15, and is in charge of the second direction.
- Line 2 is a line that goes back and forth between stations such as station ST11, station ST12, station ST13, station ST16, and station ST17.
- the first line and the second line commonly use facilities such as a line and a number line from station ST11 to branching at the end of station ST13 via station ST12. Further, the same vehicle is configured to be able to travel on both the first line and the second line. Vehicles used on these lines commonly use the depot Depot, which enters and exits via the line LN6.
- FIG. 26A is a timetable diagram showing an example of a train timetable before execution of the combination element reflection process s91 in the present embodiment.
- the vertical axis represents stations and the horizontal axis represents time.
- the thin line train lines represent trains running on the first line
- the thick line train lines represent trains running on the second line.
- the train streak 1101 is a train streak of a train traveling on the first line.
- it is expected that the degree of congestion of the train traveling on the second line will be significantly higher than that of the train traveling on the first line, but there is no spare vehicle and the train will travel on the first line.
- FIG. 26B is a timetable diagram showing an example of a train timetable after executing the combination element reflection process s91 in the assumed situation.
- the train corresponding to the train streak 1101 in FIG. 26 (A) is changed in direction so as to run on the second line like the train streak 1301, and the subsequent trains are also changed.
- the number of trains running on the first line can be reduced without leaving all trains assigned to the trains, that is, without generating "trains that cannot be actually run because the trains are not assigned". It has realized that the number of trains running on the second line is increased.
- Such a change of the combination element may be carried out based on the timetable change pattern 291 stored in the timetable change pattern database 290 as in the first embodiment. Since the feature of this embodiment lies in the time interval adjustment process s93 as described above, the details of the time interval adjustment process will be described next with reference to FIGS. 27 to 28.
- FIG. 27 (A) and 27 (B) are straight lines rising to the right in order to explain the features of the time interval adjustment process in the present embodiment in an easy-to-understand manner with respect to the train schedule shown in FIG. 26 (B).
- the description of the train streaks expressed is omitted, and the train streaks in the part where the operation density is increased are shown by thick lines for comparison.
- FIG. 27 (A) shows the time interval adjustment under the condition that "the time interval can be adjusted (that is, the time may be changed) with respect to the train streaks on the thick line and the train streaks for one front and rear train".
- FIG. 27 (B) is a diagram showing the case where the time interval is adjusted as described above. Under the same conditions, the train operation intervals are evenly spaced in the sections ST14 to ST15 and the sections ST16 to ST17 after branching. It is a diagram of the case where the time interval is adjusted so as to be. When the movement demand can be regarded as almost uniform within the range of the time interval adjustment, that is, in the case of the example of FIG.
- FIG. 27 (A) is a case where the driving interval is optimized focusing on the section having the largest number of passengers
- FIG. 27 (B) is a case where the driving interval is optimized for each destination.
- the method of FIG. 27 (A), which optimizes the driving interval by focusing on the section with the largest number of passengers, is preferable, but as a result of examination using some data, the figure is shown.
- the method of 27 (B) was more suitable than the method of FIG. 27 (A).
- the trains running on the second line that are separated from the preceding trains are highly congested and lead.
- a phenomenon occurs in which the degree of congestion of a train that is close to the train is reduced.
- FIG. 28 is a flow chart for explaining a detailed operation in the time interval adjustment process among the operations of the target timetable creating device 100c in the present embodiment.
- the same reference numerals as those in FIG. 20 represent the same as those in FIG.
- the time interval adjustment process of FIG. 28 is different from the time interval adjustment process of FIG. 20 in the process s153 for calculating the target operation interval and the process s155 for creating the objective function of the time interval adjustment.
- the process of step s153 is approximated as "it is best to make the operation intervals evenly spaced" on the assumption that the moving demand can be regarded as almost uniform within the range of the time interval adjustment as described above. It is a simple method to do. Therefore, the process of step s155 will be described in detail below.
- the target timetable creation device 100c in the present embodiment creates the objective function for adjusting the time interval
- the objective function is created in consideration of the train operation route. Specifically, "It is desirable that there is little change in the operation interval between trains traveling on the same route" and "If the ideal situation cannot be achieved, priority is given to the congested section and the ideal situation.
- the following objective function f3 is created by using HDW # SM (TRi, STj) described later instead of HDW (TRi, STj). The point of finding the optimum solution is the same as in the first embodiment, assuming that the solution that minimizes the objective function f3 is the best solution.
- ⁇ is the sum of the set of the train TRi to be adjusted and the station STj of interest, but only when the train TRi to be adjusted travels on the station STj of interest. To do.
- there is generally one or more subscripts i of the train TRi to be adjusted that is, one or more trains are to be adjusted
- each station STj may be weighted according to its importance.
- the CNG (TRi, STj) is specified by a time zone before and after the time when the train TRi departs from the station STj (for example, the target range stores a given parameter in the storage unit 103 and refers to the parameter. ) Is the average occupancy rate per train at the time of departure from station STj for trains with the same operation route as train TRi.
- HDW # SM (TRi, STj) is the operation interval of trains with the same operation route at the station STj based on the train TRi standard, and is specifically expressed by the following formula.
- the NEXT # SM (TRi, STj) of the same type represents the train next to the train TRi among the trains having the same operation route as the train TRi at the station STj.
- HDW # SM (TRi, STj) DPT (NEXT # SM (TRi), STj) -DPT (TRi, STj)
- PREV # SM (TRi, STj) represents the train at the station STj that has the same operation route as the train TRi and is one train before the train TRi.
- the automatic train control system 1 of the present embodiment by creating an objective function using an operation interval in consideration of the train operation route, a line in charge of one direction and a line in charge of another direction can be obtained.
- the degree of congestion of trains can be leveled even if the amount of travel demand differs for each direction.
- the operation density is high and the travel demand for each direction can be regarded as almost uniform within the range of the time interval adjustment, it is an approximation that it is good to make the operation intervals equal in the calculation of the target operation interval.
- a constraint condition is created so that the operation time and the stop time after the time interval adjustment are the same values as the operation time and the stop time at the time of initial planning.
- the embodiment of the present invention is not limited to this, and a constraint condition may be created that allows the hour and minute to increase within a predetermined value range.
- a constraint condition related to the operation service for example, a constraint condition that the maximum value of the travel time from the first station to the last station is set to a predetermined value or less is also created, and the degree of disadvantage that the passenger can suffer is determined. It is desirable to limit it.
- the automatic train control system 1 is configured to include the mobile demand forecasting system 300, but the embodiment of the present invention is not limited to this.
- the target diagram creating device 100 may be configured so that the forecast result of the mobile demand can be acquired from the mobile demand forecast system 300 as needed. Therefore, the target timetable creating device 100 may transmit a request via a publicly available interface and acquire a forecast result of the moving demand.
- the operation route information 1200 is configured to include a track ID which is an identifier of the track used at each station, but the embodiment of the present invention is not limited to this.
- the program may automatically find the number of lines to be used at terminal stations such as the first station and the last station, and the line ID corresponding to such a station may be represented by a marker such as "*". ..
- the above-described embodiment has been described as an example of a control system for realizing a transportation service on a railroad, but the embodiment of the present invention is not limited to this, and is based on a timetable such as an LRT (Light Rail Transit) or a bus. It can be widely applied to transportation means traveling on a predetermined route.
- LRT Light Rail Transit
- the objective function generation unit generates, as the objective function of the time interval adjustment, a function whose evaluation value becomes worse as the operation interval between trains having the same operation route is different.
- the configuration was as follows.
- the direction is taken into consideration while considering the movement demand for each direction. It is possible to adjust the time interval so that the transportation capacity of each unit is leveled in time. As a result, according to the knowledge obtained by the present inventor, it is possible to more effectively level the congestion degree of each train on the entire route.
- the target timetable creating device 100 includes a target operation interval calculation unit that calculates an ideal value of the operation interval between trains using the prediction result of the movement demand, and the objective function generation unit is a time interval.
- the objective function of the adjustment a function is generated in which the evaluation value becomes worse as the operation interval of each train deviates from the ideal value, and the target diagram creating device 100 generates the objective under the constraint condition generated by the constraint condition generator.
- the configuration is such that the optimum time interval adjustment result is obtained by optimizing the function.
- the constraint condition generation unit generates a constraint condition at the time of time interval adjustment so that the value of the stop time at a predetermined station of each train can change within a predetermined range, and creates a target timetable.
- the device is configured to find the optimum solution under the constraint conditions.
- the target timetable creating device 100 includes an evaluation index value calculation unit for calculating an evaluation index value related to the train timetable, and a candidate timetable generation unit further provides a candidate timetable as a candidate for a new target timetable.
- a plurality of evaluation index values are generated, the evaluation index value calculation unit calculates each evaluation index value of the plurality of candidate diamonds, and among the calculated evaluation index values, a candidate having an evaluation index value having the highest degree of similarity to a predetermined reference value.
- the diamond is specified as the best candidate diamond among the plurality of candidate diamonds, and the identified best candidate diamond is output as a new target diamond.
- a candidate timetable that is expected to obtain a service quality close to the standard service quality can be selected as a new target timetable, so that there is no need for over-service or service shortage. It is possible to provide a uniform quality operation service. For example, using the evaluation index vector, it is possible to judge that a candidate timetable that is close to the train operation service quality assumed in the original timetable plan is good, so the number of trains is increased frequently and the service falls into excessive service. It is possible to provide the same quality of operation service as usual.
- the target timetable creation device 100 includes an evaluation index value calculation unit for calculating an evaluation index value related to the train timetable, and the evaluation index value calculation unit calculates the evaluation index value of the target timetable before correction. Then, when a predetermined difference is detected in the comparison between the calculated evaluation index value and the predetermined reference value, the candidate diamond is generated.
- the train schedule can be changed only when the expected service quality is far from the predetermined standard value, which affects other plans such as vehicle maintenance plans. Can be reduced.
- the train timetable at the time of planning before the correction is made on the day and the train timetable when the train timetable is created is such that the expected mobile demand and the evaluation index value calculated based on it are used.
- the evaluation index value is configured to include the number of unloaded passengers at a predetermined station as an element of the evaluation index value.
- a value related to the average congestion degree of the train for each predetermined time zone is obtained by using a window function, and is included as an element of the evaluation index value.
- the candidate diamond can be identified as the best candidate diamond.
- an objective function for generating an objective function relating to an operation interval between trains included in a train group to be controlled is generated using a movement demand prediction result calculated based on information acquired from a predetermined sensor.
- It is equipped with a candidate timetable creation unit that creates candidate timetables that are candidates for target timetables, which are train timetables used to control train groups using the arrival time and departure time of each station of the train, and is based on the latest target timetable.
- the automatic train control system is equipped with a diamond creation device that outputs the candidate diamond created by the candidate diamond creation unit as a new target diamond, and the automatic train control system controls each train based on the output target diamond. It was configured to do.
- the automatic train control system 1 dynamically adjusts the operation interval of each train according to the increase / decrease in the movement demand, and in particular, the target timetable (the target timetable) which is the operation plan of each train according to the increase / decrease in the movement demand. Timetable) can be modified. As a result, the automatic train control system 1 can control each vehicle to travel according to the modified target timetable.
- the automatic train control system 1 moves even if the ideal state for adapting to the movement demand cannot be physically achieved, the line has branches / merging, or the line is a circular line. It is possible to create a timetable (for example, a train timetable in which the operation interval is appropriately leveled) in which the degree of conformity to demand is appropriately adjusted. As a result, it is possible to provide a leveled train operation service that meets the mobile demand.
- a timetable for example, a train timetable in which the operation interval is appropriately leveled
- the degree of conformity to demand is appropriately adjusted.
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Abstract
Description
本出願は、2019年4月25日に出願された日本特許出願第2019-084599号の優先権を主張し、その内容を参照することにより、本出願に取り込む。
鉄道輸送サービスに代表される公共交通機関において旅客の快適性を維持するためには、旅客の移動需要(いつ、どこからどこまで、どの程度の人数が移動しようとしているか)を把握する必要がある。なぜなら、移動需要と列車ダイヤ(鉄道分野において、「ダイヤ」という用語は、列車運行計画を指す場合と、それを図表に表した列車運行図表を指す場合とがあるが、本明細書中における「ダイヤ」は前者、すなわち列車運行計画の意味で用いる。)から導かれる各列車の乗車率(混雑度)が、旅客の快適性に影響するためである。例えば鉄道の場合、列車の乗車率が増加すると、パーソナルスペースの観点で不快感が増加するほか、停車駅での旅客の乗降に時間がかかるようになって列車が遅延しやすくなり、予定していた時刻に目的地に到着できない、といった不都合が発生し得る。他方、混雑度の低減のみに注力し、便数を無為に増やして過剰な輸送力を提供すると、サービスコストが上昇し、運賃の引き上げなどを通じて旅客の不利益に繋がる可能性がある。
以下、本発明の第1の実施形態について図1乃至図22を用いて説明する。本実施形態は、例えば後述の図11に示すような単純な線形の路線に対して適用するに好適な例である。以下では説明を簡単にするため、列車に緩急の別がなく、すべての列車の輸送力(車両1両あたりの定員や1編成あたりの車両数など)が同一で、すべての列車が各駅停車である場合を例として説明するが、本発明の実施形態はこれに限るものではない。
本実施形態の自動列車制御システムは、列車制御時に目標とする列車ダイヤ(目標ダイヤ)を保持し、走行実績など各種センサから得られた情報を基に当該目標ダイヤを更新していくことで、状況に変化があった場合でも、基準となるサービス品質により近い品質での運行サービスを旅客に提供することを可能とする。自動列車制御システムは、目標ダイヤの更新にあたり、各種センサから得られた情報と現在の目標ダイヤとを基に未来の列車の運行状況を予測して、現在までの列車の運行状況に加えて未来の列車の運行状況も含むような列車ダイヤである予測ダイヤを作成し、この予測ダイヤと移動需要の予測結果とに基づいて目標ダイヤのうち修正すべき部分を求めて、それら各々の部分に対する修正案として新たな目標ダイヤの候補となる列車ダイヤ(候補ダイヤ)を作成する、目標ダイヤ作成装置を含むように構成される。目標ダイヤ作成装置は、作成した各々の候補ダイヤについて、予想される各列車の混雑度等の評価を行い、最良となった候補ダイヤを用いて目標ダイヤを更新する。候補ダイヤの作成では、目標ダイヤ作成装置は、列車本数の増減に加えて、目標とする列車の運転間隔の算出と、列車ダイヤ上の運転間隔を当該運転間隔に近付けるような運転間隔の最適化の処理を行う。
(ダイヤ変更パターン)
図3は、ダイヤ変更パターン291の構成の一例を説明する図である。図3に示すように、本実施形態におけるダイヤ変更パターン291は、パターンマッチング情報901と、基準列車ID902と、変更対象列車群情報903と、変更後列車群情報904と、時隔調整対象範囲情報905とを含んでいる。
ここで、前記のパターンマッチング情報901の詳細を説明する。
図4は、ダイヤ変更パターン291の備えるパターンマッチング情報901の内容を説明する図である。パターンマッチング情報901は、ダイヤ変更の前提条件となるダイヤ変更前の各列車の情報を定義したデータである。パターンマッチング情報901の各レコードは、列車IDが格納される列車ID9011と、経路ID9012と、前運用列車ID9013と、後運用列車ID9014と、列車属性9015と、着発番線先行列車9016と、隣接駅間先行列車9017とを含む各項目を有する。
ここで、経路ID9012に関する運行経路情報の詳細を説明する。
図5は、運行経路情報の一例を説明する図である。運行経路情報1200は、列車が走行する物理的な経路、及び、当該経路上の各駅で各列車が停車するのか通過するのかといった運行パターンを定義した情報である。運行経路情報1200は、予め作成して運行予測要データ210の一部として記憶しておく。
本実施形態では、目標ダイヤ作成装置100は、列車ID対応テーブルを生成するために、ダイヤ変更パターン291内に記載された列車間の関係に基づき有向グラフを生成する。以下、図6を用いて、当該有向グラフについて説明する。なお、ダイヤ変更パターン291は、予め作成してダイヤ変更パターンデータベース290に登録しておくが、当該事前準備を行う際にも、この有向グラフを用いることで、ダイヤ変更パターン291の妥当性を(必要条件の意味で)簡易的に確認することができる。そのため、ダイヤ変更パターンを別途のツール等で自動で作成する場合には、図6で説明する有向グラフを用いた妥当性チェックを、当該ツールが実行する構成としておくことが望ましい。
図7は、ダイヤ変更パターン291における変更後列車群情報904の一例を示す図である。変更後列車群情報904は、ダイヤ変更後の列車群の情報であり、変更後の各列車ダイヤに関する各レコードは、列車ID9041、経路ID9042、前運用列車ID9043、後運用列車ID9044、着発番線先行列車9045、及び隣接駅間先行列車9046の各項目を有する。
<<<処理説明>>>
次に、目標ダイヤ作成装置100が行う処理について説明する。
図8は、目標ダイヤ作成装置100が行うダイヤ更新処理の一例を示すフロー図である。ダイヤ更新処理は、現在列車制御に使用されている目標ダイヤを運行管理システム200から取得し、必要に応じて修正した後に、運行管理システム200に送信する処理である。運行管理システム200は、目標ダイヤ作成装置100より送信された目標ダイヤを受信すると、当該目標ダイヤを列車制御に使用するよう、内部で保持する目標ダイヤを更新する。ダイヤ更新処理は、例えば、ユーザによる所定の入力がなされた場合、又は所定のタイミング(例えば、所定の時刻、所定の時間間隔)で実行される。
<目標ダイヤ修正要否判定処理>
図9は、ダイヤ更新処理における目標ダイヤ修正要否判定処理の詳細を説明するフロー図である。まず、目標ダイヤ作成装置100は、予測ダイヤを生成する(s31)。具体的には、例えば、目標ダイヤ作成装置100は、s13で取得した目標ダイヤ及びs15で取得した走行実績情報に基づき、未来の所定の時間範囲(以下、予測時間帯という。例えば、現在時刻から24時間後までの時間帯。)における列車群の運行状況を予測して、予測ダイヤを生成する。目標ダイヤ作成装置100は、走行実績がある部分についても、当該走行実績に基づいて列車の着発時刻を決定し、予測ダイヤに含める。
ここで、評価指標ベクトルについて具体的に説明する。
図10は、評価指標ベクトルの一例を示す図であり、図11は、本実施例に係る路線の一例を示す図である。
図13は、ダイヤ更新処理における目標ダイヤ修正処理の一例を説明するフロー図である。まず、目標ダイヤ作成装置100は、最適な候補ダイヤ(最良候補ダイヤ)の初期値として、ダイヤ修正要否判定処理で生成した予測ダイヤを設定する(s51)。
<修正箇所特定処理>
図14は、目標ダイヤ修正処理における修正箇所特定処理の詳細を説明するフロー図である。まず目標ダイヤ作成装置100は、ステップs71においてダイヤ変更禁止列車を特定し、マークする(s71)。具体的には、例えば、目標ダイヤ作成装置100は、予測ダイヤを構成している全列車のうち、現在既に始発駅を出発している列車をダイヤ変更の対象外とし、各駅の発車標に既に掲載されている列車を行き先変更の対象外とする。
次に、候補ダイヤ作成処理の詳細を説明する。
図15は、目標ダイヤ修正処理における候補ダイヤ作成処理の一例を示すフロー図である。まず目標ダイヤ作成装置100は、予測ダイヤに対して、s55で選択した選択ダイヤ変更パターンによって特定される組合せ要素の変更を行う組合せ要素反映処理を実行する(s91)。具体的には、例えば、目標ダイヤ作成装置100は、選択ダイヤ変更パターンが示す変更内容に従って、各列車の走行順序及び行き先を変更した新たなダイヤを生成する(例えば、どういう走行順序でどの車両を用いてどこ行きの列車を走行させるかを、与えられたダイヤ変更パターン291に従って決定し、候補ダイヤの組合せ要素までを確定させる)。組合せ要素反映処理の詳細は後述する。
ここで、候補ダイヤ作成処理における組合せ要素反映処理の詳細を説明する。
図16は、候補ダイヤ作成処理における組合せ要素反映処理の一例を説明するフロー図である。目標ダイヤ作成装置100は、候補ダイヤ初期化処理を行う(s1201)。具体的には、例えば、目標ダイヤ作成装置100は、目標ダイヤ修正要否判定処理s17で求めた予測ダイヤを複製して候補ダイヤの初期値として登録する。
以下、図17乃至図19を用いて、組合せ要素反映処理の具体例について説明する。図17は組合せ要素反映処理の実行前の列車ダイヤ1500aの状態を示すダイヤ図であり、図18は列車ダイヤ1500aに対して変更対象列車群削除処理が実行された後の列車ダイヤ1500bの状態を示すダイヤ図であり、図19は列車ダイヤ1500bに対して変更後列車群追加処理が実行された後の列車ダイヤ1500cの状態を示すダイヤ図である。これらの図において、列車スジ1501は列車TR001に対応し、列車スジ1502は列車TR002に対応し、列車スジ1503は列車TR003に対応し、列車スジ1504は列車TR004に対応し、列車スジ1505は列車TR005に対応し、列車スジ1506は列車TR006に対応し、列車スジ1507は列車TR007に対応し、列車スジ1508は列車TR008に対応し、列車スジ1511は列車TR101に対応し、列車スジ1512は列車TR102に対応し、列車スジ1513は列車TR103に対応し、列車スジ1520は列車TR020に対応する。
次に、候補ダイヤ作成処理s57における時隔調整処理s93の詳細を説明する。
図20は、候補ダイヤ作成処理における時隔調整処理の一例を説明するフロー図である。目標ダイヤ作成装置100は、時隔調整処理において、組合せ要素に関する部分(列車の本数や運行経路、走行順序、使用する線路や番線等)を変更せずに、各列車TRiの各駅STjへの(時隔調整後の)到着時刻ARV(TRi,STj)と各列車TRiの各駅STjからの(時隔調整後の)出発時刻DPT(TRi,STj)とを決定する。
目標ダイヤ作成装置100は、時隔調整処理が開始されると、まず、ステップs111において、ステップs91で組合せ要素の変更を行った列車ダイヤにおける各列車のうち、時隔調整を行う列車を決定する。具体的には、例えば、目標ダイヤ作成装置100は、時隔調整対象範囲情報905を参照し、組合せ要素の変更の対象となった列車及びその前後のスジの列車を含む列車群を、時隔調整を行う列車として決定する。
ここで、この運転間隔の算出方法について、図21を用いて説明する。
図21は、時隔調整処理における各列車に関する運転間隔の理想値の求め方の一例を説明する図である。図21で、横軸は各列車の所定の着目駅の出発時刻を表しており、縦軸は移動需要(本実施例の場合、図11に示す単純な路線の例であるため、例えば、各時刻において次に到着する列車に乗車したい旅客が着目駅に何人到着したかという値)を表している。図21は、予測移動需要曲線808で示されているように、移動需要が時間に応じて変動する場合に、出発時刻が早い側の基準である列車TR0以前に着目駅を出発する列車の当該駅の出発時刻と、出発時刻が遅い側の基準である列車TR5以降に着目駅を出発する列車の当該駅の出発時刻とを動かさずに、列車TR1、列車TR2、列車TR3、列車TR4の出発時刻を調整する場合の例である。その際、着目駅をTR0、TR1、TR2、TR3、TR4、TR5の時間順で出発することは変更しない。このとき、目標ダイヤ作成装置100は、TR1~TR4の出発時刻の理想値(すなわち、各列車に関する運転間隔の理想値)を、次のように求める。まず、列車TR0の出発時刻以降、列車TR5の出発時刻以前の時間帯における移動需要を積分することで、移動需要の総数、すなわち当該時間帯において列車に乗車したい旅客の総数を求める。次に、当該時間帯の旅客をTR1、TR2、TR3、TR4、TR5の5列車で輸送する前提で、各列車の割当人数が等しくなるよう、1列車あたりの割当人数を求める。最後に、各列車に乗車する旅客数に相当する定積分値810、定積分値811、定積分値812、定積分値813、定積分値814が各々前記割当人数に等しくなるよう、TR1、TR2、TR3、TR4の4列車の出発時刻をこの順で決めていく。これにより、各列車の乗車人数、すなわち混雑度を平準化するような、運転間隔の理想値が算出される。
(条件1)時隔調整後の各列車の各隣接駅間の運転時分は、時隔調整前の当初の運転時分に等しい。
(条件2)時隔調整後の各列車の各駅の停車時分は、時隔調整前の停車時分に等しい。
(条件3)時隔調整後の各列車の各折返し駅での折返し時分は、予め設定された最小の折返し時分以上である。
(条件4)時隔調整後の各駅の各列車の後続列車の到着時刻は、「先行列車の出発時刻+続行時隔」以降である。
(条件5)時隔調整後の各駅の各列車の後続列車の到着又は出発時刻は、「先行列車の出発又は到着時刻+交差時隔」以降である。
(条件6)時隔調整後の、各駅の各列車の出発間隔は、予め設定された最大待ち時間以下である。
次に、目標ダイヤ修正処理における候補ダイヤ選択処理について説明する。
図22は、目標ダイヤ修正処理s21における候補ダイヤ選択処理s61の一例を説明するフロー図である。
候補ダイヤ選択処理が開始されると、目標ダイヤ作成装置100は、まず、ステップs131において、候補ダイヤ作成処理s57で作成に成功した候補ダイヤについて、予測時間帯における各隣接駅間の各列車の混雑度を予測する。
さらに、評価指標ベクトルを介して、当初計画において想定していたサービス品質に近いような候補ダイヤを良好であるとするような構成としたことで、例えば混雑度だけを見て評価する場合であっても、増発を頻発することによって過剰サービスに陥ることなく、「基準となるサービス品質に近い品質での運行サービス」を提供することができる。
このように、本実施形態の自動列車制御システム1によれば、移動需要の変動がある場合でも従来より均質な品質での運行サービスを旅客に提供することができる、言い換えれば、(例えば計画時点で想定した)基準となるサービス品質により近い品質での運行サービスを旅客に提供することができる。
以下、本発明の第2の実施形態について、図23及び図24を用いて説明する。本実施形態は、環状線に対して適用するに好適な例である。本実施形態における目標ダイヤ作成装置100a(図示せず)は、前記第1の実施形態における目標ダイヤ作成装置100に対して、時隔調整処理s93の内容が異なる。そのため、以下、本実施形態における時隔調整処理の内容について、詳細に説明する。
(条件1)時隔調整後の各列車の各隣接駅間の運転時分は、時隔調整前の当初の運転時分に等しい。
(条件2’)時隔調整後の各列車の各駅の停車時分は、時隔調整前の停車時分以上である。ただし、両者の差異は、所定時分以内でなければならない。
(条件4)時隔調整後の各駅の各列車の後続列車の到着時刻は、「先行列車の出発時刻+続行時隔」以降である。
(条件5)時隔調整後の各駅の各列車の後続列車の到着又は出発時刻は、「先行列車の出発又は到着時刻+交差時隔」以降である。
(条件6)時隔調整後の各駅の各列車の出発間隔は、予め設定した最大待ち時間以下である。
(条件7)路線一周分の旅行時間は、所定時分以下である。
以下、本発明の第3の実施形態について、図25乃至図28を用いて説明する。本実施形態は、図25に示すように、ある方面を担当する路線と別の方面を担当する路線が一部の区間で線路や番線を共通に使用しているような場合に対して適用するに好適な例である。本実施形態はまた、運行密度が高く、方面別の移動需要が時隔調整の範囲内でほぼ均一であるとみなせる場合に、ダイヤ作成の応答性を優先し、簡易な時隔調整によって混雑度を平準化する処理の例でもある。本実施形態における目標ダイヤ作成装置100c(図示せず)は、前記第1の実施形態における目標ダイヤ作成装置100に対して、時隔調整処理s93の内容が異なる。そのため、以下、本実施形態における時隔調整処理の内容について、詳細に説明する。
また、前記実施形態では、運行経路情報1200が各駅において使用する番線の識別子である番線IDを備えるような構成としたが、本発明の実施形態はこれに限るものではない。例えば、始発駅や終着駅などのターミナル駅において使用する番線をプログラムが自動で求めるような構成とし、そのような駅に対応する番線IDを「*」などのマーカーで表現するようにしてもよい。
また、前記実施形態は、鉄道における輸送サービスを実現するための制御システムを例として説明したが、本発明の実施形態はこれに限らず、LRT(Light Rail Transit)やバス等、時刻表に基づき所定の経路を走行する交通機関に対して、広く適用することができる。
例えば、評価指標ベクトルを用い、当初のダイヤ計画で想定していた列車運行サービス品質に近い候補ダイヤを良好であると判定することができるので、列車の増発を頻発して過剰なサービスに陥ることなく、通常と同様の質の運行サービスを提供することができる。
Claims (11)
- 列車群の制御に使用する列車ダイヤである目標ダイヤを、移動需要の予測結果を用いて修正して新たな目標ダイヤを作成するダイヤ作成装置であって、
前記移動需要の予測結果を用いて前記列車群に含まれる列車間の運転間隔に関する目的関数を生成する目的関数生成部と、
前記列車群の運行に関し、各列車の各駅の到着時刻および出発時刻が満たすべき制約条件を求める制約条件生成部と、
前記目的関数を前記制約条件の下で最適化して求めた各列車の各駅の到着時刻および出発時刻を用いて目標ダイヤの候補となる候補ダイヤを作成する候補ダイヤ作成部と、を備え、
前記候補ダイヤ作成部が作成した候補ダイヤを新たな目標ダイヤとして出力する、ダイヤ作成装置。 - 前記目的関数生成部は、前記目的関数として、運行経路が同じ列車間の運転間隔が相違するほど評価値が悪くなる関数を生成する、請求項1に記載のダイヤ作成装置。
- 前記移動需要の予測結果を用いて各列車間の運転間隔の理想値を算出する目標運転間隔算出部を備え、
前記目的関数生成部は、前記目的関数として、各列車の運転間隔が前記算出した理想値から乖離するほど評価値が悪くなる関数を生成する、
請求項1に記載のダイヤ作成装置。 - 前記制約条件生成部は、各列車の所定の駅における停車時分の値が所定の範囲内で変わり得るように前記制約条件を求める、
請求項3に記載のダイヤ作成装置。 - 列車ダイヤに関する評価指標値を算出する評価指標値算出部を備え、
前記候補ダイヤ生成部は、前記候補ダイヤを複数生成し、
前記評価指標値算出部は、前記複数の候補ダイヤのそれぞれの評価指標値を算出し、
算出した評価指標値のうち、所定の基準値と最も類似度が高い評価指標値を有する候補ダイヤを、前記複数の候補ダイヤのうち最良の候補ダイヤとして特定し、前記特定した最良の候補ダイヤを新たな目標ダイヤとして出力する、
請求項1に記載のダイヤ作成装置。 - 列車ダイヤに関する評価指標値を算出する評価指標値算出部を備え、
前記評価指標値算出部は、修正前の前記目標ダイヤの評価指標値を算出し、算出した評価指標値と所定の基準値との比較において所定の差異が検出された場合に、前記候補ダイヤを生成する、
請求項1に記載のダイヤ作成装置。 - 前記所定の基準値は、修正前の、計画時の列車ダイヤと、当該列車ダイヤを作成する際に推定されていた移動需要と、に基づき算出された評価指標値である、請求項5に記載のダイヤ作成装置。
- 前記評価指標値は、所定の駅における積み残し旅客人数を前記評価指標値の要素として含む、請求項5に記載のダイヤ作成装置。
- 前記評価指標値は、窓関数を用いて算出された、所定の時間帯ごとの列車の平均混雑度に関する値を前記評価指標値の要素として含む、請求項5に記載のダイヤ作成装置。
- 所定のセンサから取得した情報に基づいて算出された移動需要の予測結果を用いて制御対象となる列車群に含まれる列車間の運転間隔に関する目的関数を生成する目的関数生成部、
前記列車群の運行に関し、各列車の各駅の到着時刻および出発時刻が満たすべき制約条件を求める制約条件生成部、及び、
前記目的関数を前記制約条件の下で最適化して求めた各列車の各駅の到着時刻および出発時刻を用いて列車群の制御に使用する列車ダイヤである目標ダイヤの候補となる候補ダイヤを作成する候補ダイヤ作成部、
を備え、前記候補ダイヤ作成部が最新の目標ダイヤを基に作成した前記候補ダイヤを新たな目標ダイヤとして出力するダイヤ作成装置と、
前記出力された目標ダイヤに基づき、各列車を制御する運行管理システムと、
を備えて構成される、自動列車制御システム。 - 列車群の制御に使用する列車ダイヤである目標ダイヤを、移動需要の予測結果を用いて修正して新たな目標ダイヤを作成するダイヤ作成方法であって、
ダイヤ作成装置が、
前記移動需要の予測結果を用いて前記列車群に含まれる列車間の運転間隔に関する目的関数を生成する目的関数生成処理と、
前記列車群の運行に関し、各列車の各駅の到着時刻および出発時刻が満たすべき制約条件を求める制約条件生成処理と、
前記目的関数を前記制約条件の下で最適化して求めた各列車の各駅の到着時刻および出発時刻を用いて目標ダイヤの候補となる候補ダイヤを作成する候補ダイヤ作成処理と、を実行し、
前記候補ダイヤ作成処理によって作成された候補ダイヤを新たな目標ダイヤとして出力する、
ダイヤ作成方法。
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