JP6909334B2 - Operation management device - Google Patents

Description

According to the present invention, when the electric power used by the vehicle for traveling is supplied to the vehicle from outside the vehicle via a feeder system such as an overhead wire or a third rail, information on the time of departure from the station is created and displayed on a display device. Regarding management equipment.

Patent Document 1 is first mentioned as a background technique in the technical field according to the present invention. Patent Document 1 discloses a method of determining the departure timing of a target train by obtaining a prediction of regenerative power from the presence information of another train in the same substation section as the target train. In addition, as information necessary for prediction, information on the time, the train position on the line, and the next stop is shown.

Further, in Patent Document 2, the speed, position and energy consumption of trains are grasped by using wireless communication means, a running position time target and an energy consumption target value for each train are created, and wireless communication is performed with each train. A method of giving by means is shown.

Here, in a known operation management device, a standard operation curve is used as information for creating a traveling time between train stations. The standard operation curve is the vehicle performance such as acceleration, deceleration, maximum speed and running resistance of the train when the train travels on the route, the influence of speed limit by the curve and acceleration / deceleration by the gradient, local trains and rapid speeds. Considering the setting state of stop and passage of each station corresponding to the train type such as, and the speed limit of the turnout according to the number used at the station, the relationship between the position and speed of the train preceding the train in the absence state This is the information described.

Since the standard operation curve represents the state in which the train travels fastest, the train cannot travel between stations in a shorter time than the travel time obtained from the standard operation curve. That is, the known operation management device holds the traveling time obtained from the standard operation curve and uses it as the minimum value of the traveling time of each train between each station when creating or changing the timetable. Further, a method of calculating the minimum headway, which is the minimum value of the time interval of a train when traveling according to a running curve, is a known technique.

Further, known signal devices such as ATS and ATC set a plurality of track circuits on the track on which the train travels in order to create control information for other trains according to the position of each train. The track circuit is a device that detects the presence or absence of a train, and utilizes short-circuiting the left and right rails on the axle of the train.

Japanese Unexamined Patent Publication No. 2014-148277 Japanese Unexamined Patent Publication No. 2013-230775

As shown in Patent Document 1, in order to predict the regenerative power required to determine the departure timing of a train, the regenerative brake is applied to the train to be regenerated from the time, the position on the route, and the information of the next stop station. It is necessary to calculate the timing of operation. Information on train times, location on the line and next stop is on the standard operating curve. However, when the distance between trains becomes smaller, for example, during rush hours, the influence of other trains running in front of the trains occurs, and the trains cannot run according to the standard operation curve. The running time of the train will be different from the running time created from the standard running curve. If the timing for operating the regenerative brake is calculated in this state, the timing cannot be calculated correctly because the train running on the premise is different from the standard operation curve.

Here, when the energy consumption amount is obtained from each train by using the wireless communication means shown in Patent Document 2, it can be determined from the energy consumption state that the train has operated the regenerative brake. However, it is necessary to control the departure timing of the target train at the same time as the operation result of the regenerative brake. In this state, the target train waits for the regenerative braking operation while waiting for departure, so that the time until the regenerative braking operation is unknown when the train does not follow the standard operation curve. As a result, the waiting time for departure becomes unknown, which affects the operation of other trains.

Further, when the means for grasping the speed and position of the train is used by using the wireless communication means shown in Patent Document 2, the speed at each position of the train is equal to or less than the value indicated by the standard operation curve. Can be obtained. However, since the information indicating the running state of the train is only the standard operation curve, the position and speed cannot be obtained for the train that does not follow the position and speed of the standard operation curve. This is the same even when the presence of a train is detected by using a track circuit in a known signal device such as ATS or ATC.

Furthermore, when promoting energy saving in train operation, if the cost reduction by energy saving is smaller than the cost increase due to the addition of equipment and processing required for energy saving, the effect of energy saving will be lost. According to this, it is possible to suppress the increase in cost due to the addition of equipment and processing required for energy saving, specifically, energy saving without adding another computing device or performing processing with a large amount of calculation. It is desirable to be able to carry it out.

An object of the present invention is to calculate the timing at which the regenerative brake of a train is operated and reflect it on the departure time of another train to adjust the departure time even when the running of the train does not follow the standard operation curve. It is to provide a device that enables train operation and train schedule creation that efficiently consumes energy (electric power) by the regenerative braking operation of the above, without adding another calculation device or a large amount of calculation processing.

In order to solve the above problems, the operation management device according to the present invention has a detection unit that detects that a train has arrived at a point on the track, and an upper limit of the change time width of the train diagram data and the station departure time. A data holding unit and a calculation unit are provided, and the calculation unit includes the station arrival time and the regenerative braking operation start time of the first train based on the detection information that the first train has reached the point by running. Satisfies that the second train exists within a predetermined distance from the regenerative braking operation start position of the first train and departs from the station within a predetermined time difference from the regenerative braking operation start time of the first train. Extract the first train to be made from the train diagram data, total the entire train diagram data to calculate the number of trains that consume the first regenerative power effectively, and set the station departure time from the train diagram data within the time width below the upper limit. The changed second train exists within a predetermined distance from the regenerative braking operation start position of the first train, and the station departure time of the changed second train is a predetermined time difference from the regenerative braking operation start time of the first train. The first train that satisfies that it is within the range is extracted from the train diagram data, the entire train diagram data is totaled to calculate the number of trains that consume the second regenerative power effectively, and the number of trains that consume the second regenerative power effectively. Holds the change of the train diagram data that is larger and the maximum number of trains that consume the first regenerative power effectively, and outputs the change contents of the station departure time of the changed train diagram data to the display device of the station. And.

According to the present invention, even when the running of a train does not follow the standard operation curve, the timing at which the regenerative brake of the train is operated can be calculated and reflected in the departure time of another train to adjust the departure time. By providing the operation management device and train timetable creation device, the energy generated by the regenerative braking operation of the train can be efficiently utilized and the energy consumption can be reduced without adding another calculation device or a large amount of calculation processing. can do.

FIG. 1 is a diagram showing an example of a configuration of an operation management device using the track circuit according to the present invention. FIG. 2 is a diagram showing the relationship of processing configurations in the operation management device according to the present invention. FIG. 3 is a diagram showing the contents of the position train passing time regenerative braking operation start time difference data. FIG. 4 is a diagram showing an example of a flowchart for explaining the departure time information creation process according to the present invention. FIG. 5 is a diagram showing an example of raw data at the time of determination of falling and rising. FIG. 6 is a diagram showing an example of train diagram data. FIG. 7 is a diagram showing an example of regenerative braking operation start time position station departure time position difference upper limit data. FIG. 8 is a diagram showing an example of an operation curve showing the relationship between the position and speed of a train between stations. FIG. 9 is a diagram showing an example of station departure position data. FIG. 10 is a diagram showing an example of end position data of a track circuit. FIG. 11 is a diagram showing an example of a flowchart for explaining a process of acquiring the number of trains in which the difference between the departure time and the departure position of another train is equal to or less than a specified value according to the present invention. FIG. 12 is a diagram showing an example of postponement setting data. FIG. 13 is a diagram showing an example of setting change data of the train schedule. FIG. 14 is a diagram showing the contents of the extended time width upper limit value data.

As a mode for carrying out the present invention, Example 1 will be described below with reference to the drawings.

In the first embodiment, the train travels on the track circuit in a position and speed state that does not follow the traveling standard operation curve. The operation management device calculates the regenerative braking operation time from the track circuit name and the time difference using the drop detection time of the track circuit when the traveling train enters a plurality of track circuits. Then, the operation management device displays the calculation result on the display device for other trains as the departure time.

FIG. 1 is a diagram showing an example of the configuration of the operation management device according to the first embodiment. Train 2B runs from track circuit 5J toward track circuit 5G in order, and stops at line 6B of station 8A. The train 2A travels from the track circuit 5B toward the track circuit 5E after the departure while waiting for the signal to depart from the station 8A to be displayed on the display device 4A on the track number 6A of the station 8A. Here, each track circuit 5A to 5J is connected to the train presence management device 3. The train presence management device 3 and the display devices 4A and 4B are connected to the operation management device 1.

Trains 2A and 2B are controlled by a driver (not shown). The driver of train 2A will depart from line 6A of station 8A according to the departure indication of display device 4A.
The operation management device 1 and the train presence management device 3 have a calculation unit 101, an information interface unit 102, and a calculation data holding unit 103.

The calculation unit 101 executes a program and temporarily holds information during control. For example, known parts such as a CPU and a memory of a personal computer can be used.
The information interface unit 102 transmits / receives information between the devices. For example, Ethernet (registered trademark) connectors, USB ports, networks using optical fibers, wireless LANs, wireless networks such as mobile phones, and known components such as wireless communication using frequency modulation between terrestrial elements and trains. Means are available.

The arithmetic data holding unit 103 stores programs and data. For example, known components such as hard disk drives (HDDs), solid state drives (SSDs) and flash memories can be used.
The display devices 4A to 4B have a function of receiving and displaying the departure time information from the operation management device 1. As the display function, known parts such as a liquid crystal display, a dot matrix LED, and a CRT display can be used.

FIG. 2 is a diagram showing the relationship of processing configurations in the operation management device shown in FIG.
The function of the train presence management device 3 will be described. The input / output interface function 302 receives the state information of the track circuits 5A to 5J. The drop-up determination function 301 creates drop-up information for each track circuit 5A to 5J using the determination time element data 303, and sends it to the operation management device 1 via the input / output interface function 302. As shown in correspondence with FIG. 1, the input / output interface function 302 corresponds to the information interface unit 102, the drop-up determination function 301 corresponds to the calculation unit 101, and the determination time element data 303 corresponds to the calculation data holding unit 103.

Here, regarding the fall, the relay "falls" that no current flows through the relay (the relay does not operate) because the rail is short-circuited by the train when the train is in the track circuit section. That is, it means that the train is on the line, and when the train is not on the track circuit section, the relay is said to be "uplifted" when the current flows through the relay (the relay operates), which means that the train is absent.

The function of the operation management device 1 will be described. The input / output interface function 202 receives the drop-up information of each track circuit from the train presence management device 3. The departure time creation function 201 creates departure time information using the designated position train passing time regenerative braking operation start time difference data 203 and the train diagram data 204, and sends the departure time information to the display devices 4A and 4B via the input / output interface function 202. .. The correspondence with FIG. 1 shows that the input / output interface function 202 is in the information interface unit 102, the departure time creation function 201 is in the calculation unit 101, the designated position train passing time regenerative braking operation start time difference data 203, and the train diagram data 204. , Regenerative brake operation start time position station departure time position difference upper limit data 205, station departure position data 206, extension setting data 207, train schedule change condition data 208 and extension time width upper limit value data 210 are calculated data holding unit 103. Corresponds to each.

The drop lift determination function 301 of the train presence management device 3 performs train presence detection processing using a known track circuit. A known track circuit is a technique for forming an electric circuit by short-circuiting left and right rails on a train axle. Here, as a known means for preventing malfunction due to noise or the like, it is determined that the fall or lift is confirmed when the fall or lift state of the track circuit continues for a certain period of time. As an example of the duration value of the fall state or the lift state used by the fall lift determination function 301 for the judgment, FIG. 5 shows an example of the element data at the time of the drop and lift judgment.

According to FIG. 5, when the train 2B enters the track circuit 5H, it is determined that the track circuit 5H has fallen when the state of the track circuit continues to fall for 5 seconds due to the approach. Similarly, when the train 2B advances to the track circuit 5I, it is determined to be "track circuit 5I above" when the state of the track circuit continues to be elevated for 15 seconds due to the advance. The fall lift determination function 301 sends the fall lift states of the created track circuits 5A to 5J as on-line information to the operation management device 1 via the input / output interface function 302. The sending cycle may be a predetermined fixed time cycle, or may be a time when a change occurs in the falling state of each track circuit 5A to 5J.

The departure time creation function 201 receives the falling up state of each track circuit 5A to 5J determined by the train presence management device 3, and calculates the time and place where the train starts the regenerative braking operation from the falling up state. Then, the information of the train departure time is output to the display devices 4A and 4B. The departure time creation function 201 uses the designated position train passing time regenerative braking operation start time difference data 203, train timetable data 204, regenerative braking operation start time position station departure time position difference upper limit data 205, and station departure position data 206.

Regarding the creation of the designated position train passing time regenerative braking operation start time difference data 203, a procedure using the operation curve shown in FIG. 8, the end position data of the track circuit shown in FIG. 10, and the train diagram data 204 shown in FIG. 6 will be described. ..
FIG. 3 shows the contents of the designated position train passing time regenerative braking operation start time difference data 203. Designated position Train passing time Regenerative braking operation start time Difference data 203 includes train type, departure station and departure line, arrival station and arrival line, first point, second point, first point to second point arrival time difference, first The difference between the two points to the regenerative braking operation time, the position of the regenerative braking operation start point, the difference between the station departure to the regenerative braking operation start time, and the running time between stations are held in association with each other.

In the first embodiment, the first point is the time when the track circuit 5I is entered, and the second point is the time when the track circuit 5H is entered. From this, the information of the first point and the second point of the designated position train passing time regenerative braking operation start time difference data 203 has the following contents.
First point = Track circuit 5I approach Second point = Track circuit 5H approach

Among the information used for creation, the train diagram data 204 has information on each train type, departure station and departure number line, and arrival station and arrival number line. Here, the case of creating the train 2B is targeted. From the train diagram data 204, it can be seen that train B departs from line 6D of station 8B and arrives at line 6B of station 8A at each station. From this, the information of the train type, departure station and departure line, and arrival station and arrival number of the designated position train passing time regenerative braking operation start time difference data 203 has the following contents.
Train type = Local train Departure station and departure line = Station 8B line 6D
Arrival station and arrival line = Station 8A line 6B

The end position data of the track circuit shown in FIG. 10 has end position information of each track circuit. From this, the time when the train 2B enters the track circuit 5I corresponds to the time when the train 2B reaches the position 1.789 km. Further, the time when the train 2B enters the track circuit 5H corresponds to the time when the train 2B reaches the position 1.456 km.

The operation curve shown in FIG. 8 has a standard operation curve 501, and operation curves 502A and 502B representing traveling at a speed lower than the standard operation curve. The data of each operation curve has a relationship between the position and the speed when the train 2B travels from the line 6D of the station 8B to the line 6B of the station 8A. As a result, once the operation curve is determined, the time when the track circuit 5I is entered as the first point and the time when the track circuit 5H is entered as the second point are determined. Alternatively, if the time when the track circuit 5I is entered as the first point and the time when the track circuit 5H is entered as the second point are determined, the corresponding operating curve is determined and the traveling time between stations corresponding to the operating curve is obtained. Can be done.

The driving curves 502A and 502B representing the running at a speed lower than the standard running curve may be determined, for example, by creating the actual running record by statistical processing or by computer simulation. For example, in the creation by statistical processing, there is a method of classifying the actual train running record data by day of the week or time zone and creating an average value for each classified data. In addition, in the creation by computer simulation, a simulation is performed for the condition that the train interval is changed in seconds so as to simulate the state of running with a small train interval during rush hour, etc., and the position of each train and the position of each train are calculated from the calculation result. There is a way to apply the speed relationship.

First, a case where the train 2 travels according to the standard operation curve 501 will be described. The standard operation curve 501 shows the relationship between the position and the speed, and the train 2B travels according to the speed at each position indicated by the standard operation curve 501 after departing from the station 8B, and regenerative braking is performed at the regenerative braking operation start point position 503. The operation starts and stops at station 8A.

Since the relationship between the position where train 2B travels and the speed is determined to be the standard operation curve 501, the travel time (T1) from the time when train 2B departs from line 6D of station 8B to the time when train 2B reaches the first point in the following order. ), Travel time to reach the second point (T2), travel time to reach the regenerative braking operation start point position 503 (T3), and travel time to reach line 6B of station 8A (T4). It is decided.

As a result, the time difference between the first point and the second point of the specified position train passing time regenerative braking operation start time difference data 203, the time difference from the second point to the regenerative braking operation start point, the regenerative braking operation start point position, and the station. The time difference from the start to the start of the regenerative braking operation and the running time between stations are determined by the following formulas, respectively.
Time difference from the first point to the arrival at the second point = T2-T1
Time difference from the second point to the start of regenerative braking = T3-T2
Regenerative braking operation start point position = Regenerative braking operation start point position 503
From station to regenerative braking start time difference = T3
Travel time between stations = T4
Here, the designated position train passing time regenerative braking operation start time difference data 203 shown in FIG. 3 is T2-T1 = 30 seconds, T3-T2 = 15 seconds, regenerative braking operation start point position 503 = up 1.345 km, T3. The case where = 2 minutes and T4 = 3 minutes is described.

Similarly, the operation curves 502A and 502B, which represent traveling at a speed lower than the standard operation curve, are also calculated, and in each case, the time difference between the first point and the second point and the difference in the operation time between the second point and the regenerative brake , The position of the regenerative braking operation start point and the traveling time between stations are obtained, and are described in the regenerative braking operation start time difference data 203 of the designated position train passing time shown in FIG.
In FIG. 3, regarding the operation curve 502A showing the traveling at a speed lower than the standard operation curve, T2-T1 = 35 seconds, T3-T2 = 20 seconds, the regenerative braking operation start point position 503A = up 1.234 km, T3. The case where = 2 minutes 15 seconds and T4 = 3 minutes 20 seconds is described.
Regarding the operation curve 502B, which represents traveling at a speed lower than the standard operation curve, T2-T1 = 45 seconds, T3-T2 = 25 seconds, regenerative braking operation start point position 503B = up 1.111 km, T3 = 3 minutes. The case where 15 seconds and T4 = 3 minutes and 40 seconds are described.

By the above procedure, the designated position train passing time regenerative braking operation start time difference data 203 is created. Here, only one train type and between stations have been explained, but the same procedure is used to create all the train types and stations held in the train diagram data 204, and the designated position train passing time and regenerative braking operation start time. It is held in the difference data 203.

The processing procedure in which the departure time creation function 201 creates the departure time information of the train using the designated position train passing time regenerative braking operation start time difference data 203 will be described with reference to the flowchart of FIG.

First, the departure time creation function 201 uses processing 1002 to set the difference between the departure time and the departure position of other trains for the regenerative braking operation start time and start point position of all trains between all stations for the current timetable. Acquires the number of trains that are less than or equal to the specified value.
As the current timetable, in the initial state, the train timetable data 204 shown in FIG. 6 is used to hold the train timetable reflecting the processing result as the train timetable data 204. From the next time onward, processing will be performed on the train diagram data 204 that reflects the processing results to be retained.

The process performed in the process 1002 will be described with reference to the flowchart of FIG. The process corresponding to the process 1002 corresponds to the processes from the process 2001 to the process 2012.
The departure time creation function 201 performs processing in the process 2002 for all trains between all stations in order of arrival time, targeting the current timetable. The current timetable is the train timetable data 204 shown in FIG. 6 in the initial state, and will be a train timetable reflecting the processing result from the next time onward. From the train diagram data 204 shown in FIG. 6, the order of processing is the case where the train 2B arrives at the station 8A line 6B at 10:10:10, and then the train 2A arrives at the station 8B line 6C at the time 10 : Perform when arriving at 12:00.

First, a case where train 2B arrives at station 8A line 6B at time 10:10:10 will be described. As a premise, train 2B departs from station 8B line 6D at 10:07: 00, has reached the first point, is at the time of reaching the second point, and has the time of arrival at the first point and the time of arrival at the second point. The difference is 25 seconds.

The departure time creation function 201 determines in the process 2003 whether the train 2B has departed from the departure station, and if it departs (YES), performs the process 2004. If the train has not departed (NO), the departure time creation function 201 calculates the regenerative braking start time corresponding to the inter-station travel time of the timetable in the process 2009. Here, since it is assumed that the train 2B departs from the departure station 8B, the process 2004 is executed.

The departure time creation function 201 reflects the departure time in the train schedule data 204 in the process 2004. If the departure time of train 2B is the same as that of train schedule data 204, there is no change in the departure time due to reflection. If the departure time is different from the train schedule data 204, the actual departure time is reflected. Here, since it is assumed that the train 2B departs from the departure station 8B, the departure time is reflected in the train schedule data 204.

Next, the departure time creation function 201 determines in the process 2005 whether or not the train has arrived at the arrival station. When arriving (YES), the departure time creation function 201 reflects the arrival time in the train timetable data 204 in the processing 2006, and then in the processing 2009, the regenerative braking start time corresponding to the travel time between stations of the timetable. To calculate. If it has not arrived (NO), the departure time creation function 201 performs the process 2007. Here, since it is assumed that the train 2B has not arrived at the arrival station 8A, the process 2007 is executed.

The departure time creation function 201 determines in the process 2007 whether the train 2B has reached the first point and the second point, and if so, performs the process 2008 (YES). If it has not been reached (NO), the departure time creation function 201 calculates the regenerative braking start time corresponding to the inter-station travel time of the timetable in the process 2009. Here, since it is assumed that the train 2B has already reached the first point and has reached the second point, the process 2008 is executed.

The departure time creation function 201 calculates the regenerative braking start time and the inter-station travel time corresponding to the arrival times of the first point and the second point in the process 2008. Assuming that the difference between the time when the first point is reached and the time when the second point is reached is 35 seconds, in FIG. 3, the designated position train passing time, the regenerative braking operation start time difference data 203, the first point to the second point This applies when the arrival time difference is 35 seconds. Designated position Train passing time Regenerative braking operation start time Difference data 203 shows the arrival time at station 8A of train 2B from the data of the line where the difference in arrival time between the first point and the second point is 35 seconds (second line in FIG. 3). , The regenerative braking operation start time in the running from the station 8B line 6D to the station 8A line 6B can be calculated by the following formula.
Station 8A arrival time = Station 8B departure time + Travel time between stations
= 10:07: 00 + 3 minutes 20 seconds (second line in Fig. 3)
= 10:10:20
Regenerative braking operation start time
= Station 8B departure time + Station departure-regenerative braking operation start time difference
= 10:07: 00 + 2 minutes 15 seconds (second line in Fig. 3)
= 10:09:15

If the difference between the arrival time at the first point and the arrival time at the second point does not match the difference between the arrival times at the first point and the arrival time at the second point of the designated position train passing time regeneration brake operation start time difference data 203, for example, the first The difference between the arrival time at one point and the arrival time at the second point is the closest to the designated position train passing time Regenerative braking operation start time difference The difference between the first point and the second point arrival time of the data 203 is used, or the designated position train passing time regeneration brake For each value of the operation start time difference data 203 from the first point to the second point arrival time difference, the difference between the first point arrival time and the second point arrival time is interpolated or extrapolated to acquire the corresponding data. The method may be applied.

When the departure time creation function 201 executes the process 2008, it determines whether or not the process 2010 has been performed for all trains between all stations. If there is an unimplemented combination of all trains between all stations (NO), the process returns to 2002 and the above procedure is repeated for the unimplemented combination. If there are no unimplemented combinations (YES), action 2011 is performed.

The departure time creation function 201 determines the difference between the departure time and the regenerative braking operation start time, and the difference between the departure position and the regenerative braking operation start point position for the train diagram data 204 of all trains between all stations obtained in the process 2011. The combination of the departure train and the regenerative braking operation start train that meet the conditions that both are less than or equal to the specified value is extracted. The specified time value and the specified distance value are held as the regenerative braking operation start time position station departure time position difference upper limit data 205. FIG. 7 shows an example of the regenerative braking operation start time position station departure time position difference upper limit data 205. In addition, the departure position of each station is retained as station departure position data 206. FIG. 9 shows an example of station departure position data 206.

As a result, the train 2B has the following relationship.
Station departure time Regenerative braking start time Difference upper limit = Train 2A station 8A departure time-Train 2B station 8B8A regenerative braking operation start time = 10: 08: 30-10: 09: 15
= 45 seconds> 30 seconds (time difference upper limit data)

Station departure position Regenerative braking start point position difference upper limit = Train 2A station 8A departure position-Train 2B station 8B8A regenerative braking operation start point position = 1,000km-1.234km
= 0.234km <3.55km (positional difference upper limit data)

Since the above relationship is not less than the specified value shown in FIG. 7 (regenerative braking operation start time position station departure time position difference upper limit data 205), the combination of train 2B as the regenerative braking operation and train 2A as the departure train is not subject to extraction. .. Then, the train numbers of the trains that start the regenerative braking operation are totaled from all the extracted combinations, excluding duplication. Train 2B here is not counted.

As a result, among the energy obtained by the regenerative braking operation when the train is operated according to the timetable, the energy consumed by the departure of another train can be totaled as the number of trains. The total number of regenerative braking operation start trains is returned to the departure time information creation process 1002 shown in FIG. 4, the series of processes is completed in the next process 2012, and the original process (departure time information creation shown in FIG. 4) is completed. The process returns to process 1002).

The departure time creation function 201 executes a process in the process 2009 when the process has not yet departed and the process has started but has not reached both the first point and the second point.
Since the train passing time regenerative brake operation start time difference data 203 at the designated position has a relationship between the departure time to the regenerative brake operation start time difference and the running time, the running time of the timetable is calculated from the difference between the departure time and the arrival time of the timetable. Designated position with inter-station running time that matches the running time of the timetable Train passing time Regenerative braking operation start time Difference data Search the line 203 (Fig. 3), and the time difference between the departure time and the regenerative braking operation start time of the searched line. From (dTreg) and the station departure time (Tdep), the regenerative braking start time (Treg) is calculated by the following formula.
Treg = Tdep + dTreg

The departure time creation function 201 holds the obtained regenerative braking start time as the regenerative braking start time between the stations of the train. Further, for the start of the regenerative brake, the regenerative brake operation start position described in the relevant line of the designated position train passing time regenerative brake operation start time difference data 203 is applied.

If there is no line that completely matches the running time of the diamond obtained from the difference between the departure time and the arrival time of the timetable and the running time between stations described in the specified position train passing time regenerative braking operation start time difference data 203. For example, the closest value among the travel times between stations described in the difference data 203 between the travel time of the timetable and the train passing time of the designated position and the regenerative braking operation start time is substituted. A method of acquiring the corresponding data by performing interpolation interpolation or extrapolation interpolation of the travel time of the diamond with each value of the travel time between stations described in the data 203 may be applied.

By performing the above processes 2001 to 2012, in the process 1002 of the departure time information creation process shown in FIG. 4, the station departure time and position of the other train are the regenerative braking operation start time position station departure time position difference upper limit shown in FIG. Obtain the number of trains at the start time of regenerative braking that satisfies data 205. In this example, train 2B is not included.

Returning to the flowchart of FIG. 4, the departure time creation function 201 then acquires the deferred set minimum unit time and the deferred set maximum time in the process 1003. The deferred setting minimum unit time and the deferred setting maximum time are held as the deferred setting data 207 shown in FIG. For each value, for example, the deferred setting minimum unit time is 10 seconds, and the deferred setting maximum time is 2 minutes.

Subsequently, the departure time creation function 201 starts processing for all trains between all stations in the order of earliest departure time in processing 1004. Then, the target train is repeatedly processed. Here, from the train diagram data 204 shown in FIG. 6, the departure time creation function 201 performs processing when train 2B arrives at station 8A line 6B at time 10:10:10, and then train 2A arrives at the station. Process when arriving at line 8B 6C at time 10:12:00.

First, the processing when the train 2B arrives at the station 8A line 6B at time 10:10:10 will be described.
The departure time creation function 201 acquires the departure time and the minimum stop time of the current timetable for the train between the stations that have not departed in the process 1005. When the train 2B arrives at the station 8A line 6B at 10:10:10, the departure time of the timetable is 10:07: 00 from the train timetable data 204 shown in FIG. Here, the minimum stop time is held as the train schedule setting change data 208 shown in FIG. In this example, it is uniformly set to 30 seconds.

Next, the departure time creation function 201 temporarily sets the change of the departure time for the train departing from the station in the process 1006. Here, as an example of the change, a case where a postponement of the departure time is used in units of a fixed time will be described. Since the minimum unit time for setting the deferral is 10 seconds and the maximum time for setting the deferral is 2 minutes from the previous process 1003 (FIG. 12), the deferral is 10 with respect to the time indicated by the timetable. It is a value obtained by adding seconds to 120 seconds in increments of 10 seconds.

As a result, for example, in the train diagram data 204 shown in FIG. 6, when the extension is set at 10:08:30 at the station 8A departure time of the train 2A, the departure time creation function 201 uses the following 12 conditions as the train diagram data 204. Will be calculated sequentially.
Condition 1: Departure time from station 8A on train 2A = 10:08:40 (delayed for 10 seconds)
Condition 2: Departure time from station 8A on train 2A = 10:08:50 (delayed for 20 seconds)
~
Condition 12: Train 2A station 8A departure time = 10:10:30 (120 seconds delayed)

The departure time creation function 201 sets the departure time and departure position of other trains with respect to the regenerative braking operation start time and start point position of all trains between all stations for the timetable for which the change of departure time is temporarily set in the process 1007. Acquire the number of trains for which the difference between the two is less than or equal to the specified value. Since the processing procedure is to execute the processes 2001 to 2012 (FIG. 11) as in the case of the previous process 1002, the description of each procedure will be omitted and only the part affected by the postponement will be described.

If the departure time is changed by setting the departure time to the station 8A departure time of train 2A, the above processing 2011 station departure time regenerative brake start time difference upper limit and train 2A station 8A departure time and train 2B station 8B8A regenerative brake The relationship of the difference between the operation start times changes. For example, in the case of condition 1 and condition 2 described above, the relationship is as follows.
Condition 1: Departure time from station 8A on train 2A = 10:08:40 (delayed for 10 seconds)
Station departure time Regenerative braking start time Difference upper limit = Train 2A station 8A departure time-Train 2B station 8B8A regenerative braking operation start time = 10: 08: 40-10: 09: 15
= 35 seconds> 30 seconds (time difference upper limit data)
Condition 2: Departure time from station 8A on train 2A = 10:08:50 (delayed for 20 seconds)
Station departure time Regenerative braking start time Difference upper limit = Train 2A station 8A departure time-Train 2B station 8B8A regenerative braking operation start time = 10: 08: 50-10: 09: 15
= 25 seconds <30 seconds (time difference upper limit data)

As described above, in the postponement of the condition 1, the regenerative braking operation start time of the train 2B and the station 8A departure time of the train 2A are specified values shown in FIG. 7 (regenerative braking operation start time position station departure time position difference upper limit data 205). However, the postponement of condition 2 will satisfy it.
As a result, when the postponement of condition 1 is set, the train at the regenerative braking start time in which the station departure time and position of the other train satisfy the regenerative braking operation start time position station departure time position difference upper limit data 205 shown in FIG. The number does not include train 2B, and the number of trains is the same as the number of trains in the train diagram data 204 without deferral.

Next, when the postponement of condition 2 is set, the train at the regenerative braking start time in which the station departure time and position of another train satisfy the regenerative braking operation start time position station departure time position difference upper limit data 205 shown in FIG. The number includes train 2B, and the number of trains is the number of trains + 1 in the train diagram data 204 without deferral.

If a postponement is set as a change in the departure time, the departure time after the arrival time of the next station of the train for which the postponement is set will also be affected. For example, if the extension of 10 seconds is set in condition 1, the departure time from the station 8A line 6A of the train 2A for which the extension is set is delayed by 10 seconds, and the time of arrival at the station 8B line 6C after that is also set. It will be 10 seconds later than 10:12:00 recorded in the train schedule data 204 without delay. Subsequent departure times of station 8B line 6C (not shown) are also affected, but the setting of departure time is not only the difference between the arrival time and departure time described in the train schedule data 204 without delay, but also known, for example. It is known that the value is larger than the minimum stop time held in the train schedule setting change data 208 (FIG. 13). When the deferred train is set, a known method such as consideration of the minimum stop time may be applied to the calculation of the arrival time and the departure time of the train schedule after the deferred train.

In addition, the train delay may spread due to the timetable change and the train may not recover. In this case, for example, each train in the train diagram data 204 that has undergone a timetable change such as an extension arrives at the terminal station with respect to the time when each train arrives at the terminal station in the train diagram data 204 without extension. The number of trains whose time is delayed is calculated, and it is determined that the calculated number exceeds the specified number. However, in this calculation, all trains departing from the station after the set postponement time are included in the calculation, so while it is possible to extract all affected trains, the number of all trains departing from the station is large. In this case, the amount of calculation increases because the number of calculation targets increases.
When the determination result exceeds the specified number, for example, the station departure time and position of the other train mentioned above corresponding to the train timetable data 204 for which the timetable has been changed is the regenerative braking operation start time position station shown in FIG. A process of replacing (resetting) the number of trains at the start time of regenerative braking that satisfies the departure time position difference upper limit data 205 with 0 is performed. By this process, the timetable can be changed for the case where the number of trains whose arrival time is delayed is less than or equal to the specified number including 0.

As yet another method, by setting an upper limit value of the extension time width, it is possible to reduce the amount of calculation of the processing at the time of creating the departure time. For example, for a train departing from line 6D of station 8B and arriving at line 6B of station 8A, a deferred time width upper limit value of 210 is predetermined and held for line 6D of station 8B. If the extended departure time width set when creating the departure time is 210 or less, it is judged that there is no effect on other trains, and all trains departing from the station after the extended departure time. It is possible to omit the calculation performed for. Further, for trains having a deferred time width of 210 or less, the deferred departure time of the station is displayed on the display device.

The deferred time width upper limit value data 210 is information created prior to the running of the train. FIG. 14 shows an example of the extended time width upper limit value data 210. The extended departure time width upper limit data 210 may be set individually for all stations of all trains of train schedule data 204, or for all stations of train schedule data 204 for each train type, which is not shown in the train schedule data 204. It may be set for all stations for each time zone.

Regarding the creation of the extended time width upper limit data 210, for example, with respect to the operation curve 502A or 502B indicating that the train traveling on the track travels at a speed lower than the standard operation curve 501 or the standard operation curve shown in FIG. The minimum headway may be calculated by a known method, the difference from the train operation interval determined by the train arrival / departure time of the train diagram data 204 may be obtained, and this difference value may be used as the extended departure time width upper limit value 210. When the minimum headway differs depending on the combination conditions of the headways, for example, the largest value among the different minimum headways may be used, or the average value may be calculated and used. In addition, based on the difference between the station stop time obtained from the train timetable data 204 and the minimum stop time held in the train timetable setting change data 208 (FIG. 13), and the running time obtained from the train timetable data 204. It may be created based on the difference from the traveling time obtained from the operation curve.

In the method using this extended time width upper limit data 210, a specified number is obtained by obtaining the number of trains whose arrival time at the terminal station is delayed when each train in the train schedule data 204 changes the schedule such as delayed departure. Compared with the method of determining whether or not the train exceeds the limit, it is possible to obtain a determination that the train delay is not recovered due to the spread of the train delay due to the timetable change with a small amount of calculation.

The departure time creation function 201 determines the number of trains acquired in the previous process 1007 in the process 1007, that is, the regenerative braking operation start time and start point position of all trains between all stations in the timetable in which the extension is temporarily set. It is determined whether or not the number of trains whose difference between the departure time and the departure position is equal to or less than the specified value is larger than the number of trains in the current timetable acquired in the previous process 1002.

The departure time creation function 201 executes the process 1009 if it is not large (NO) and proceeds to the process 1010, and if it is large (YES), and retains the timetable for which the deferral is temporarily set as the current timetable. After that, the process proceeds to process 1010.
For example, when the extension of the above condition 1 is set, the acquired number of trains is the same as the number of trains in the train schedule data 204 without extension, so the process proceeds to process 1010. Further, when the extension of the condition 2 is set, the number of acquired trains is the number of trains + 1 in the train diagram data 204 without the extension, so the timetable in which the extension of the condition 2 is set by performing the process 1009. Is held as train diagram data 204.

As a result, in the processing after condition 3, the judgment is made for the train schedule for which the extension of the condition 2 is set, and if the number of trains is larger than the number of trains according to the condition 2, the train schedule for which the extension of the condition is set is set. It will be held as diamond data 204.
Therefore, among the timetable with the postponement temporarily set in process 1005 and the current timetable, the difference between the departure time and the departure position of other trains is both for the regenerative braking operation start time and start point position of all trains between all stations. A diamond with a large number of trains that is less than or equal to the specified value can be retained as the current diamond.

The departure time creation function 201 determines in process 1010 whether or not all trains between all stations have been implemented, and if it has been implemented for all trains between all stations (YES), the process proceeds to process 1011 and ends. If not implemented for all trains between all stations (NO), the departure time creation function 201 returns to process 1004, and then continues processing for trains with earlier departure times and departure stations.

By performing the above processing, the departure time creation function 201 makes the difference between the departure time and the departure position of other trains less than or equal to the specified value for the regenerative braking operation start time and start point position of all trains between all stations. You can get the timetable with the largest number of trains and the conditions for postponement. That is, the number of trains is the number when the time and place where the regenerative braking operation starts are at a certain time difference and distance difference when another train departs from the station. This state indicates that the regenerative power generated by the start of operation of the regenerative brake can be consumed as the power required when another train departs from the station. In this way, the train schedule that maximizes the number of trains is in a state where the electric power generated by the regenerative brake can be consumed most effectively.

Further, the departure time creation function 201 sends the acquired timetable extension information to the display devices 4A and 4B via the input / output interface function 202.
The display devices 4A and 4B display the deferred information received via the input / output interface function 202. Here, for train 2A, information on the extension of condition 2, that is, the extension of station 8A line 6A for 20 seconds is displayed. Then, the train 2A departs from the station 8A line 6A 20 seconds later according to the instruction of the display device 4A.

By the above processing, the train 2A departs the 8A line 6A 20 seconds later, and realizes the departure corresponding to the regenerative braking operation start time and the start point position of the train 2B.
As a result, based on the train timetable and the approach time to the specified track circuit of the train, the timetable and the conditions for postponement that are in a state where the power from the regenerative brake can be consumed most effectively should be created with a small amount of calculation. Can be done. Further, by displaying the extension information on the train and the train departs according to the extension information, it is possible to realize the train operation management that effectively consumes the electric power.

The present invention is not limited to the above-mentioned examples, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to those having all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace other configurations with respect to a part of the configurations of each embodiment.

Further, each of the above configurations, functions, processing units, processing means and the like may be realized by hardware by designing a part or all of them by, for example, an integrated circuit. Further, each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files that realize each function can be stored in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

1 Operation management device, 2 (2A-2B) trains, 3 Train presence management device,
4 (4A-4B) display device, 5 (5A-5J) track circuit, 6 (6A-6D) track,
7 tracks, 8 (8A-8B) stations, 9 (9A-9D) train arrival judgment points,
101 arithmetic unit, 102 information interface unit, 103 arithmetic data holding unit,
201 Departure time creation function, 202, 302, 602 I / O interface function,
203 Designated position Train passing time Regenerative braking operation start time Difference data,
204 Train schedule data,
205 Regenerative braking operation start time position Station departure time position difference upper limit data,
206 station departure position data, 207 postponement setting data,
208 Train schedule change condition data, 209 point information management data,
210 Extended time width upper limit data,
301 Falling up judgment function, 303 Judgment time element data,
501 standard operation curve, 502 (502A to 502B) operation curve,
503, 503A, 503B Regenerative braking operation start point position

Claims (3)

A detector that detects when a train has reached a point on the track,
A data holding unit that holds the train diagram data and the upper limit of the change time width of the station departure time,
Equipped with a calculation unit
The calculation unit
From the detection information that the first train has reached the point by running, the station arrival time and the regenerative braking operation start time of the first train are calculated, and the second train regenerates the first train. The first train that exists within a predetermined distance from the brake operation start position and satisfies that the train departs from the station within a predetermined time difference from the regenerative braking operation start time of the first train is extracted from the train diagram data. The total number of trains that consume the first regenerative power is calculated by totaling the entire train diagram data.
The second train whose station departure time is changed from the train diagram data within a time width equal to or less than the upper limit value exists and is changed within the predetermined distance from the regenerative braking operation start position of the first train. The first train that satisfies that the station departure time of the second train is within the predetermined time difference from the regenerative braking operation start time of the first train is extracted from the train diagram data, and the entire train diagram data is obtained. Calculate the number of trains that consume the second regenerative power effectively.
Holds the change of the train diagram data that makes the number of the second regenerative power effective consumption trains larger and maximum than the number of the first regenerative power effective consumption trains, and changes the station departure time of the changed train diagram data. An operation management device characterized by outputting the contents to the display device of the station. The operation management device according to claim 1.
The operation management device, characterized in that the upper limit value is created based on the train diagram data and the operation curve of the train. The operation management device according to claim 2.
As the upper limit value, the difference value between the minimum headway calculated from the train operation curve and the train operation interval determined by the train arrival / departure time of the train diagram data is used.
When the calculation unit changes the station departure time information of the train diagram data, the change is made to the display device only when the time width between the station departure time information to be changed and the station departure time is equal to or less than the upper limit value. An operation management device characterized by displaying the station departure time by.

Images