JP7595499B2 - Railway system, passage time adjustment device, passage time adjustment method, and passage time adjustment program - Google Patents

Description

The present disclosure relates to a railway system, a passage time adjustment device, a passage time adjustment method, and a passage time adjustment program that can adjust the time at which a train that uses a run curve to control its running passes through a passing station.

Conventionally, there is known a railway system in which trains run on a run curve that specifies the running speed between stations. For example, Patent Document 1 discloses a technology in which, when it is predicted that the stop time at the next station of the train will be longer than the stop time on the timetable, the train switches to a run curve that has a shorter running time between stations than the run curve currently being used in order to prevent a departure delay at the next station.

JP 2014-144754 A

However, the technology described in Patent Document 1 does not consider switching of run curves when the scheduled passing time, which is the time when a train is scheduled to pass through a passing station between stopping stations, is changed, and the time when the train actually passes through the passing station is not adjusted.

The present disclosure has been made in consideration of the above, and aims to provide a railway system that can adjust passing times when the scheduled passing times are changed.

In order to solve the above-mentioned problems and achieve the object, the railway system disclosed herein includes a calculation unit, a selection unit, and a switching information output unit. When there is a change in the scheduled passing time, which is the time when a train, whose running is controlled according to a run curve that specifies the running speed between stopping stations, is scheduled to pass a passing station between stopping stations, the calculation unit calculates a predicted passing time, which is the time when the train is predicted to pass the passing station by switching the run curve used to control the running of the train. Based on the predicted passing time calculated by the calculation unit, the selection unit selects, as a corrected run curve, a run curve at which the train will pass the passing station at a time corresponding to the changed scheduled passing time. The switching information output unit outputs switching information for switching the run curve of the train to the corrected run curve to the on-board device of the train.

The present disclosure has the advantage that the passage time can be adjusted when the scheduled passage time is changed.

FIG. 1 is a diagram showing an example of a configuration of a railway system according to a first embodiment; FIG. 1 is a diagram for explaining a time adjustment process executed in a railway system according to a first embodiment. FIG. 1 is a diagram showing an example of a configuration of a traffic management device according to a first embodiment; FIG. 1 is a diagram showing an example of a configuration of a passage time adjustment device according to a first embodiment; FIG. 1 is a diagram showing an example of run curve information according to the first embodiment; FIG. 1 is a diagram showing an example of a plurality of run curves according to the first embodiment; FIG. 1 is a diagram showing an example of a run curve selected while a target train is stopped at a stop station according to the first embodiment; FIG. 1 is a diagram showing an example of a second selection run curve candidate according to the first embodiment; FIG. 9 is a diagram showing an example of a state in which one second selection run curve candidate from the second selection run curve candidates shown in FIG. 8 is determined as the run curve of the target train. FIG. 13 is a diagram showing an example of a third selection run curve candidate according to the first embodiment; FIG. 11 is a diagram showing an example of a state in which one third selection run curve candidate from the third selection run curve candidates shown in FIG. 10 is determined as the run curve of the target train. FIG. 1 is a diagram showing an example of a run curve selected while a target train is running between stations according to the first embodiment; FIG. 13 is a diagram showing an example of a state in which one first selection run curve candidate from the first selection run curve candidates shown in FIG. 12 is determined as the run curve of a target train. FIG. 1 is a diagram showing an example of a configuration of an on-board device of a train according to a first embodiment; A flowchart showing an example of a process performed by a processing unit of the passage time adjustment device according to the first embodiment. FIG. 1 is a diagram illustrating an example of a hardware configuration of a passage time adjustment device according to a first embodiment. FIG. 13 is a diagram showing an example of the configuration of a passage time adjustment device according to a second embodiment; FIG. 13 is a diagram showing an example of two run curves selected while a target train is stopped according to the second embodiment; FIG. 13 is a diagram showing an example of a corrected run curve selected while a target train is running according to the second embodiment; FIG. 13 is a diagram for explaining a method for adjusting a switching position of a corrected run curve according to a second embodiment; FIG. 13 is a diagram showing an example of the configuration of a passage time adjustment device according to a third embodiment; FIG. 13 is a diagram showing an example of a run curve selected while a target train is running between stations according to the third embodiment. FIG. 13 is a diagram showing an example of the configuration of a passage time adjustment device according to a fourth embodiment; FIG. 13 is a diagram showing an example of first switching determination information stored in a storage unit of the passage time adjustment device according to the fourth embodiment; FIG. 13 is a diagram showing an example of second switching determination information stored in a storage unit of the passage time adjustment device according to the fourth embodiment; FIG. 13 is a diagram showing an example of run curve information stored in a storage unit of the passage time adjustment device according to the fourth embodiment; FIG. 13 is a diagram for explaining run curve information stored in a storage unit of a passage time adjustment device according to a fourth embodiment; FIG. 13 is a diagram showing an example of a configuration of a railway system according to a fifth embodiment. FIG. 13 is a diagram showing an example of the configuration of an on-board device according to a fifth embodiment. FIG. 13 is a diagram showing an example of the configuration of a passing time adjustment unit of an on-board device according to a fifth embodiment.

The following provides a detailed explanation of the railway system, passage time adjustment device, passage time adjustment method, and passage time adjustment program according to the embodiments, with reference to the accompanying drawings.

Embodiment 1.
1 is a diagram showing an example of the configuration of a railway system according to a first embodiment. The railway system 1 according to the first embodiment includes a plurality of trains 2 ₁ to 2 _m , a plurality of radio devices 3, a ground control device 4, an interlocking control device 5, a traffic management device 6, and a passage time adjustment device 7. m is an integer equal to or greater than 2. The railway system 1 is applied to, for example, a high-density line section where the interval between trains in a train schedule is about several minutes, but the application of the railway system 1 is not limited to high-density line sections.

The railway system 1 is also called CBTC (Communications Based Train Control) and includes a signaling safety technology for operating and controlling the trains 2 ₁ to 2 _m using communications between the trains 2 ₁ to 2 _m and ground facilities. Hereinafter, the trains 2 ₁ to 2 _m may be referred to as trains 2 when they are not individually distinguished from one another.

The multiple wireless devices 3 and the ground control device 4 are communicatively connected to each other via a network 8. The ground control device 4, the interlocking control device 5, the traffic management device 6, and the passage time adjustment device 7 are communicatively connected to each other via a network 9. The networks 8 and 9 are intranets, but may be the Internet, or a network other than an intranet and the Internet.

The wireless device 3 relays information transmitted and received between the on-board device 10 mounted on the train 2 and the ground control device 4. For example, the wireless device 3 receives a wireless signal transmitted from the on-board device 10 of the train 2, and transmits train status information contained in the wireless signal to the ground control device 4. The train status information includes, for example, position information indicating the position of the train 2 and speed information indicating the speed of the train 2.

When the radio device 3 acquires train control information for the on-board device 10 of the train 2 that is within the wireless communication range of the radio device 3 from the ground control device 4, the radio device 3 transmits a radio signal including the acquired train control information to the on-board device 10. The train control information is information for safety purposes, and includes, for example, route information and stop position information of the train 2.

The route information includes information for determining the route along which train 2 will proceed. The stop position information includes information indicating the limit stop position at which train 2 should stop, and train 2 can proceed up to the limit stop position within the route. The limit stop position is set to the end of the route if there is no preceding train or other obstacles within the route. In addition, if the departure route or in-yard route does not have a proceeding indication, the limit stop position is set to a position just before the route.

The ground control device 4 acquires train status information from the radio device 3, and acquires position information indicating the current position of each train 2 based on the acquired train status information. In addition, the ground control device 4 generates train control information for each train 2, as described below. The ground control device 4 outputs train information including the train status information and train control information of each train 2 to the traffic management device 6.

The interlocking control device 5 receives route control information output from the traffic management device 6. Based on the received route control information, the interlocking control device 5 controls a point machine (not shown) to form a route for each train 2, generates signal information for each train 2, and outputs the generated signal information for each train 2 to the ground control device 4. Such signal information includes information indicating a proceeding aspect that displays a signal that gives permission to proceed along the route.

In addition, for routes for which route control information is not received from the traffic management device 6, the interlocking control device 5 generates signal information including information indicating a stop aspect that displays a signal that does not allow travel along the route, and outputs the signal information to the ground control device 4.

The ground control device 4 generates the above-mentioned train control information for each train 2 based on the signal information transmitted from the interlocking control device 5. The ground control device 4 generates route information indicating the route on which the train 2 can travel based on the train status information and signal information of the train 2. The ground control device 4 can also generate stop position information based on the preceding train and other obstacles present on the route, and generate train control information by adding the generated stop position information to the route information and signal information.

The traffic management device 6 acquires train information for each train 2 from the ground control device 4. Based on the acquired train information for each train 2 and the stored train schedule information, the traffic management device 6 generates route control information for each train 2 so that the train 2 travels along a route according to the train schedule information at a time according to the train schedule information. The route control information includes, for example, information on the train 2 and route information. The traffic management device 6 outputs the generated route control information for each train 2 to the interlocking control device 5.

The traffic management device 6 also transmits setting information, switching information, and the like to the on-board device 10 via the ground control device 4 and the wireless device 3. The setting information and switching information include, for example, information on the running time between stops or a run curve ID.

The on-board device 10 of train 2 stores run curve information, which is information about multiple run curves with different characteristics. The run curve information includes run curve information and running time information for each run curve. Each run curve specifies the running speed of train 2 between stopping stations.

The on-board device 10 selects a run curve to be used for traveling from among a plurality of run curves based on the setting information or switching information notified from the operation management device 6. When the control mode is set to the automatic operation mode, the on-board device 10 controls the traveling speed of the train 2 based on the selected run curve. This allows the on-board device 10 to make the train 2 travel at a speed that conforms to the run curve.

When the control mode is set to the manual driving mode, the on-board device 10 can display the selected run curve on a display unit (not shown). The driver of the train 2 can control the running of the train 2 at a speed according to the run curve by operating the train 2 according to the run curve displayed on the display unit (not shown). Note that the on-board device 10 may be configured to be capable of executing only one of the control modes, the automatic driving mode and the manual driving mode.

When train 2 is delayed for some reason, railway system 1 according to embodiment 1 performs a time adjustment process to adjust the arrival time of train 2 at a stop station as well as the passing time, which is the time at which the train passes through a passing station between the stop stations. The time adjustment process executed by railway system 1 is described below. Figure 2 is a diagram for explaining the time adjustment process executed by the railway system according to embodiment 1.

In the example shown in Fig. 2, train ₂₁ is a target train that is the subject of the time adjustment process, the stops of train ₂₁ are Station A and Station D, and the passing station between Station A and Station D is Station B. The passing stations are stations between the stops and are stations that train ₂₁ passes through without stopping. In addition, the on-board device 10 of train ₂₁ stores run curve information that is information on run curves C1, C2, and C3, and run curve C2 is selected before train ₂₁ departs from Station A. Hereinafter, when the run curves C1, C2, and C3 are referred to without being individually distinguished, they may be referred to as run curves.

The traffic management device 6 performs a time change process for the train 21 when a delay occurs in the preceding _train traveling in front of the train ₂₁ or when the preceding train recovers from its delay while the train ₂₁ is stopped at station A or traveling between stations A and B. The time change process for the train ₂₁ includes a process of changing the scheduled passing time of station _B , which is the scheduled time when the train ₂₁ is to pass through station B. The traffic management device 6 determines whether or not a time change process for the train ₂₁ is necessary based on, for example, the position information and timetable information of each train 2.

The traffic management device 6 transmits a time adjustment request including the changed scheduled passage time of Station B to the passage time adjustment device 7 (step S1). When the passage time adjustment device 7 receives the time adjustment request from the traffic management device 6, it determines the run curve of the train 21 so that the train ₂₁ passes through the passing stations at a time according to the scheduled passage time of Station _B (step S2).

When the scheduled passage time of station B is changed, the passage time adjustment device 7 judges whether or not train _2.1 can pass station B at a time corresponding to the changed scheduled passage time without switching the run curve. The time corresponding to the scheduled passage time is a time whose difference from the scheduled passage time is within a preset threshold value, and includes not only the scheduled passage time but also a time within an allowable range from the scheduled passage time. When the passage time adjustment device 7 judges that train _2.1 can pass station B at a time corresponding to the changed scheduled passage time without switching the run curve, it judges that switching the run curve is not necessary until train _2.1 passes station B.

When the passage time adjustment device 7 determines that the train ₂₁ cannot pass through station B at the time corresponding to the changed scheduled passage time without switching the run curve, the passage time adjustment device 7 calculates the scheduled passage time of the train ₂₁ at station B when the run curve of the train ₂₁ is switched from run curve C2 to run curves C1 and C3 by running simulation. The passage time adjustment device 7 determines, for example, the run curve that is closest to the changed scheduled passage time of the train ₂₁ at station B when the run curves are switched to run curves C1 and C3 as the corrected run curve. The switch of the run curve is performed by accelerating using a powering notch or by decelerating using braking.

In the example shown in FIG. 2, of runcurves C1, C2, and C3, the runcurve whose scheduled passage time is closest to the changed scheduled passage time is runcurve C1, and the passage time adjustment device 7 calculates the travel time between Station A and Station D when the runcurve of train 2 is switched from runcurve C2 to runcurve C1. This travel time includes the travel time from Station A to the runcurve switching position and the travel time from the runcurve switching position to Station D. The switching position is the position where the switching of the runcurve begins, and can also be called the switching start position.

The running time from the run curve switching position to Station D includes, for example, the running time of Train 2 from when the run curve of Train 2 starts to switch from run curve C2 to run curve C1 until the switching is completed, and the running time of Train 2 from when the run curve of Train 2 switches to run curve C1 to Station D.

The passage time adjustment device 7 notifies the traffic management device 6 of notification information including the calculated running time information and the run curve switching position information (step S3). If the time lag from when the traffic management device 6 transmits the time adjustment request to when the switching of the run curve of the train ₂₁ starts is negligible, the run curve switching position is the current position of the train ₂₁ , and if the time lag is not negligible, the run curve switching position is the position of the train ₂₁ when it is assumed that the train ₂₁ runs from the current position of the train ₂₁ for the time of the time lag.

The traffic management device 6 outputs the information on the running time included in the notification information as switching information to the on-board device 10 of the train ₂₁ at the timing when the train ₂₁ reaches the switching position indicated in the notification information. The switching information output from the traffic management device 6 is received by the on-board device 10 of the train ₂₁ via the network 9, the ground control device 4, the network 8, and the wireless device 3.

The on-board device 10 of the train ₂₁ selects a run curve that matches the running time included in the switching information from among the multiple run curves included in the stored run curve information, and switches the run curve of the train ₂₁ to the selected run curve (step S4). This allows the train ₂₁ to pass through station B at a time according to the scheduled passing time.

The passage time adjustment device 7 can also include a run curve ID (IDentifier) in the notification information instead of the running time information and notify the traffic management device 6. In this case, the traffic management device 6 outputs the run curve ID included in the notification information as switching information to the on-board device 10 of the train ₂₁ at the timing when the train ₂₁ reaches the switching position indicated in the notification information. The on-board device 10 of the train ₂₁ selects the run curve of the run curve ID included in the switching information and switches the run curve of the train ₂₁ to the selected run curve.

The traffic management device 6, the passage time adjustment device 7, and the on-board device 10 in the railway system 1 will be described in more detail below. Figure 3 is a diagram showing an example of the configuration of the traffic management device according to the first embodiment.

As shown in FIG. 3, the traffic management device 6 according to the first embodiment includes a communication unit 11, a storage unit 12, and a processing unit 13. The communication unit 11 is communicatively connected to a network 9, and transmits and receives information between the ground control device 4, the interlocking control device 5, the passage time adjustment device 7, or the train 2. The communication unit 11 may be further connected to a network 8, and may transmit and receive information between the train 2 via a wireless device 3 without the intervention of the ground control device 4. The communication unit 11 may also be configured to transmit and receive information between the train 2 via a mobile communication network (not shown).

The memory unit 12 stores timetable information 30, train information 31, and the like. Timetable information 30 includes, for example, travel route information and stop station time information for each train ID. Travel route information is information indicating the travel route of train 2. Stop station time information includes information indicating the scheduled arrival time of train 2 at each stop station, information indicating the scheduled departure time of train 2 from each stop station, and information indicating the scheduled passing time of train 2 at each passing station. Train information 31 includes train status information and train control information for each train 2. Train status information includes information indicating the traveling position of train 2 and information indicating the traveling speed of train 2.

The processing unit 13 includes an information acquisition unit 20, a route control unit 21, a setting information output unit 22, a change time calculation unit 23, a time adjustment request unit 24, and a switching information output unit 25. The information acquisition unit 20 acquires train information 31 of each train 2 via the ground control device 4, and stores the acquired train information 31 of each train 2 in the memory unit 12.

The route control unit 21 generates route control information for each train 2 based on the train information 31 and timetable information 30 for each train 2 stored in the memory unit 12 so that each train 2 travels along a route in accordance with the timetable information 30 at a time in accordance with the timetable information 30. The route control unit 21 outputs the generated route control information for each train 2 to the interlocking control device 5 via the communication unit 11 and the network 9.

The setting information output unit 22 executes a process for generating setting information, which is information for causing the on-board device 10 of the train 2 located at a stop station to select a run curve, for example, between stops and for each train 2, before the train 2 departs from the stop station, based on the train information 31 and timetable information 30 of each train 2 stored in the memory unit 12.

The setting information is, for example, information on the running time between stops or a run curve ID, but is not limited to these, as long as it is information that allows the train 2 to select a run curve. The running time between stops is the time it takes for the train 2 to run between stops when the train 2 runs at the running speed specified by the run curve. The setting information output unit 22 outputs the generated setting information to the on-board equipment 10 of the train 2. The setting information transmitted from the traffic management device 6 is received by the on-board equipment 10 of the train 2 via the network 9, the ground control device 4, the network 8, and the wireless device 3.

The change time calculation unit 23 determines whether or not there is a target train, which is a train 2 whose scheduled passage time and scheduled arrival time need to be changed, based on the train information 31 and timetable information 30 of each train 2 stored in the memory unit 12. If the change time calculation unit 23 determines that there is a target train, it calculates the changed scheduled passage time and scheduled arrival time of the target train.

When the changed scheduled passage time and scheduled arrival time are calculated by the change time calculation unit 23, the time adjustment request unit 24 transmits a time adjustment request to the passage time adjustment device 7 via the communication unit 11 and the network 9. The time adjustment request includes information on the changed scheduled passage time and scheduled arrival time of the target train calculated by the change time calculation unit 23 and information on the current position of the target train.

When notification information from the passage time adjustment device 7 is received by the communication unit 11 via the network 9, the switching information output unit 25 outputs the switching information to the on-board device 10 of the target train at the timing when the target train reaches the switching position indicated in the notification information. The switching information is information on the running time between stopping stations or a run curve ID.

Next, the passage time adjustment device 7 will be described. FIG. 4 is a diagram showing an example of the configuration of the passage time adjustment device according to the first embodiment. The passage time adjustment device 7 includes a communication unit 41, a storage unit 42, and a processing unit 43. The communication unit 41 is communicatively connected to the network 9, and transmits and receives information to and from the traffic management device 6.

The memory unit 42 stores run curve information 50. The run curve information 50 includes run curve information and information on the running time between the stop stations for each stop station. Figure 5 is a diagram showing an example of run curve information according to the first embodiment. The run curve information 50 shown in Figure 5 includes "departure station", "arrival station", "direction", "run time", "run curve ID", and "run curve", and these pieces of information are associated with each other.

"Departure station" is information indicating the departure station, which is a stop station for train 2 and the station from which train 2 departs. "Arrival station" is information indicating the arrival station, which is a stop station for train 2 and the next station where train 2 stops after departing from the departure station. "Direction" is information indicating the direction in which train 2 is traveling, and is either up or down.

"Running time" is the running time of train 2 from the departure station to the arrival station when train 2 runs from the departure station to the arrival station according to the run curve, and is measured in seconds. "Run curve ID" is identification information unique to each run curve. "Run curve" includes run curve information. Run curve information is, for example, information that associates each position from the departure station to the arrival station with the speed.

Figure 6 is a diagram showing an example of multiple run curves according to the first embodiment. In Figure 6, the vertical axis shows the speed of train 2, and the horizontal axis shows the position between the departure station and the arrival station. The departure station shows the station from which train 2 departs, and the arrival station shows the next station where train 2 arrives after departing from the departure station.

In the example shown in Figure 6, the departure station is Station A, the arrival station is Station D, and between Station A and Station D there are Station B and Station C as passing stations through which Train 2 passes. As shown in Figure 6, run curves C1, C2, C3, and C4 are speed curves that define the change in the running speed of Train 2 between Station A and Station B.

Returning to FIG. 4, we will continue to explain the configuration of the passage time adjustment device 7. The processing unit 43 of the passage time adjustment device 7 selects the run curve to be used by train 2 so that the target train passes through the passing station at a time corresponding to the scheduled passage time indicated in the time adjustment request, and arrives at the stop station at a time corresponding to the scheduled arrival time indicated in the time adjustment request.

The processing unit 43 includes an information acquisition unit 60, a calculation unit 61, a selection unit 62, and a notification information output unit 63. The information acquisition unit 60 acquires information on the scheduled passage time and scheduled arrival time of the target train and information on the current position of the target train, which are included in the time adjustment request transmitted from the traffic management device 6 and received by the communication unit 41.

The calculation unit 61 uses a running simulation to calculate the running time of the target train in the section from the current position to the first passing station, the running time of the target train in the section between the passing stations, and the running time of the target train in the section from the last passing station to the stop station.

The calculation unit 61 calculates the predicted passing time, which is the time when the target train is predicted to pass through the passing station, and the predicted arrival time, which is the time when the target train is predicted to arrive at the stop station, based on the calculated running time and the run curve information 50.

The selection unit 62 selects a run curve for the section from the current position to the first passing station, a run curve for the section between the passing stations, and a run curve for the section from the last passing station to the stop station, based on the predicted passing time and the predicted arrival time calculated by the calculation unit 61.

The selection unit 62 selects the run curve for each section described above so that the target train passes through the passing station at a time corresponding to the scheduled passing time indicated in the time adjustment request, and arrives at the stop station at a time corresponding to the scheduled arrival time indicated in the time adjustment request. If the selection unit 62 selects a run curve different from that of the previous section, it determines the selected run curve as the corrected run curve.

When the selection unit 62 has determined a corrected run curve, the notification information output unit 63 transmits notification information including selection information for selecting the corrected run curve for the target train and switching position information indicating the switching position, which is the position of the target train where the corrected run curve is to be switched, to the traffic management device 6 via the communication unit 41 and the network 9.

The selection information is information on the running time between stopping stations when the target train's run curve is switched to the corrected run curve, or the run curve ID of the corrected run curve, but is not limited to this as long as the information allows the run curve to be selected as the switching target. The switching position information is, for example, the current position of the target train or the position of a passing station, but in the case of the time lag described above, it is the position of the target train when it is assumed that the target train will run from its current position by the time lag.

Figure 7 is a diagram showing an example of a run curve selected while a target train in the first embodiment is stopped at a stop station. Figure 7 shows an example in which run curve C3 is selected while the target train is stopped at station A, and then a time adjustment request is received by the passage time adjustment device 7 while the target train is traveling between stations A and B according to run curve C3.

In the example shown in FIG. 7, when the target train travels to station D following run curve C3, the scheduled passage time of station B calculated by calculation unit 61 satisfies the scheduled passage time of station B indicated in the time adjustment request, but the scheduled passage time of station C calculated by calculation unit 61 does not satisfy the scheduled passage time of station C indicated in the time adjustment request.

Here, an example of a method for calculating the scheduled passing time of station B and the scheduled passing time of station C by the calculation unit 61 will be described. When a time adjustment request is acquired by the information acquisition unit 60 while the target train is traveling between stations A and B, the calculation unit 61 uses a running simulation to calculate, as the first running time, the running time from the current position until the target train passes the next passing station when the target train runs on the run curve currently used by the target train.

Then, the calculation unit 61 adds the first running time to the current time to calculate the time at which the target train is predicted to pass through station B when the target train runs on the run curve currently used by the target train as the predicted passing time of station B. The selection unit 62 determines whether the predicted passing time of station B satisfies the scheduled passing time of station B indicated in the time adjustment request.

The predicted passing time of station B satisfying the scheduled passing time of station B means that the target train passes through the passing station at a time corresponding to the scheduled passing time of station B. For example, the selection unit 62 determines that the predicted passing time of station B satisfies the scheduled passing time of station B when the difference between the predicted passing time of station B and the scheduled passing time of station B is within a preset threshold. The threshold is, for example, a value within 10 seconds. In the example shown in FIG. 7, the predicted passing time of station B satisfies the scheduled passing time of station B.

When the selection unit 62 determines that the predicted passage time of Station B satisfies the scheduled passage time of Station B, it determines the run curve currently used by the target train as the first selected run curve. In addition, the selection unit 62 determines the predicted passage time of Station B calculated by the calculation unit 61 as the first predicted passage time.

If the predicted time of passing through Station B when the target train runs on the run curve currently used by the target train does not satisfy the scheduled time of passing through Station B, the calculation unit 61 determines a first selected run curve and determines whether or not to use the first selected run curve as the first corrected run curve. This process will be described later with reference to Figures 12 and 13.

Next, the calculation unit 61 uses a running simulation to calculate the running time from Station B to Station C when the target train runs on the first selected run curve as the second running time. Then, the calculation unit 61 adds the second running time to the first predicted passing time to calculate the time at which the target train is predicted to pass Station C when the target train runs on the first selected run curve as the predicted passing time of Station C.

The selection unit 62 determines whether the predicted passage time of Station C satisfies the scheduled passage time of Station C indicated in the time adjustment request. If the selection unit 62 determines that the predicted passage time of Station C satisfies the scheduled passage time of Station C, it determines the run curve currently used by the target train as the second selected run curve, and determines the predicted passage time of Station C as the second predicted passage time.

When the selection unit 62 determines that the predicted passing time at station C does not satisfy the scheduled passing time at station C, it determines a second selected runcurve candidate that is a selected runcurve candidate between stations B and C in order to search for a runcurve. For example, if the predicted passing time at station C is later than the scheduled passing time at station C, the selection unit 62 determines runcurves C1, C2, and C3, which have shorter running times than runcurve C3, as the second selected runcurve candidates. Also, if the predicted passing time at station C is earlier than the scheduled passing time at station C, the selection unit 62 determines runcurves C4 and C3, which have longer running times than runcurve C3, as the second selected runcurve candidates.

Figure 8 is a diagram showing an example of second selected run curve candidates according to the first embodiment. In the example shown in Figure 7, since the predicted passing time at station C is later than the scheduled passing time at station C, the selection unit 62 determines run curves C1, C2, and C3 as second selected run curve candidates as shown in Figure 8. In the example shown in Figure 8, run curve C3 is candidate 1, run curve C2 is candidate 2, and run curve C1 is candidate 3. Candidates 1, 2, and 3 indicate that they are second selected run curve candidates.

The calculation unit 61 calculates the running time from when the target train passes through station B to when it passes through station C as the second running time for each second selected run curve candidate. In the example shown in FIG. 8, the calculation unit 61 calculates the running time from when the target train passes through station B to when it passes through station C as the second running time of run curve C1 when the run curve of the target train is switched to run curve C1 at station B.

The calculation unit 61 calculates the running time of the target train from station B to station C when the run curve of the target train is switched to run curve C2 at station B as the second running time of run curve C2. The calculation unit 61 calculates the running time of the target train from station B to station C when the run curve of the target train is maintained at run curve C3 as the second running time of run curve C3.

The selection unit 62 calculates the predicted passage time of Station C for each of the run curves C1, C2, and C3 by adding the second running time of each of the run curves C1, C2, and C3 to the first predicted passage time. The selection unit 62 determines, as the second selected run curve, the run curve corresponding to the predicted passage time of Station C that is closest to the scheduled passage time of Station C among the predicted passage times of Station C for each of the run curves C1, C2, and C3.

When the run curve corresponding to the predicted passage time of C station closest to the scheduled passage time of C station is run curve C3, the selection unit 62 does not determine the second selected run curve as the second corrected run curve. When the run curve corresponding to the predicted passage time of C station closest to the scheduled passage time of C station is either run curve C1 or C2, the selection unit 62 determines the predicted passage time of C station closest to the scheduled passage time of C station as the second predicted passage time, and determines the second selected run curve as the second corrected run curve.

Figure 9 is a diagram showing an example of a state in which one second selected run curve candidate from the second selected run curve candidates shown in Figure 8 has been determined as the run curve for the target train. In the example shown in Figure 9, the selection unit 62 has determined run curve C2 from run curves C1, C2, and C3 as the second selected run curve.

Then, the calculation unit 61 calculates the running time from when the target train passes through station C to when it arrives at station D when the run curve of the target train is switched from run curve C3 to run curve C2 at station B as the third running time of run curve C2.

Then, the calculation unit 61 adds the third running time to the second predicted passing time to calculate the predicted arrival time of the target train at station D when the target train runs on the first selected run curve in the section between stations B and C, and on the second selected run curve in the section between stations C and D, as the predicted arrival time at station D.

The selection unit 62 determines whether the predicted arrival time at Station D satisfies the scheduled arrival time at Station D indicated in the time adjustment request. If the selection unit 62 determines that the predicted arrival time at Station D satisfies the scheduled arrival time at Station D, it determines the run curve currently used by the target train as the third selected run curve.

The predicted arrival time at Station D meeting the scheduled arrival time at Station D means that the target train will arrive at the stop station at a time corresponding to the scheduled arrival time at Station D. For example, the selection unit 62 determines that the predicted arrival time at Station D meets the scheduled arrival time at Station D when the difference between the predicted arrival time at Station D and the scheduled arrival time at Station D is within a preset threshold. The threshold is, for example, a value within 10 seconds.

When the selection unit 62 determines that the predicted arrival time at Station D does not satisfy the scheduled arrival time at Station D, it determines a third selected runcurve candidate that is a selected runcurve candidate between Station C and Station D in order to search for a runcurve. For example, if the predicted arrival time at Station D is later than the scheduled arrival time at Station D, the selection unit 62 determines runcurves C1 and C2, which have shorter running times than runcurve C2, as the third selected runcurve candidates. Also, if the predicted arrival time at Station D is earlier than the scheduled arrival time at Station D, the selection unit 62 determines runcurves C3 and C4, which have longer running times than runcurve C2, and runcurve C2 as the third selected runcurve candidates.

Figure 10 is a diagram showing an example of third selected run curve candidates according to the first embodiment. In the example shown in Figure 9, since the predicted arrival time at Station D is earlier than the scheduled arrival time at Station D, the selection unit 62 determines run curves C2, C3, and C4 as the third selected run curve candidates as shown in Figure 10. In the example shown in Figure 10, run curve C4 is candidate 1, run curve C3 is candidate 2, and run curve C2 is candidate 3. Candidates 1, 2, and 3 indicate that they are third selected run curve candidates.

The calculation unit 61 calculates the running time from when the target train passes through station C to when it arrives at station D as the third running time for each third selected run curve candidate. In the example shown in FIG. 10, the calculation unit 61 calculates the running time from when the target train passes through station C to when it arrives at station D if the run curve of the target train is maintained at run curve C2 as the third running time of run curve C2.

The calculation unit 61 also calculates the running time from when the target train passes through station C to when it arrives at station D when the run curve of the target train is switched to run curve C3 at station C as the third running time of run curve C3. The calculation unit 61 calculates the running time from when the target train passes through station C to when it arrives at station D when the run curve of the target train is switched to run curve C4 at station C as the third running time of run curve C4.

The selection unit 62 calculates the predicted arrival time at station D, which is the time when the target train is predicted to arrive at station D, for each run curve C2, C3, and C4 by adding each of the third running times of run curves C2, C3, and C4 to the second predicted passing time.

The selection unit 62 determines, among the predicted arrival times at station D for each of the run curves C2, C3, and C4, the run curve corresponding to the predicted arrival time at station D that is closest to the scheduled arrival time at station D as the third selected run curve. If the run curve corresponding to the predicted arrival time at station D that is closest to the scheduled arrival time at station D is run curve C2, the selection unit 62 does not determine the third selected run curve as the third revised run curve.

If the run curve corresponding to the predicted arrival time at station D that is closest to the scheduled arrival time at station D is either run curve C3 or C4, the selection unit 62 determines the third selected run curve as the third revised run curve.

Figure 11 is a diagram showing an example of a state in which one third selected run curve candidate from the third selected run curve candidates shown in Figure 10 has been determined as the run curve for the target train. In the example shown in Figure 11, the selection unit 62 has determined run curve C4 from run curves C2, C3, and C4 as the third selected run curve and the third modified run curve.

In the example shown in FIG. 11, the notification information output from the notification information output unit 63 includes information on the second corrected run curve and information on the third corrected run curve. The information on the second corrected run curve includes information for selecting run curve C2 as the second corrected run curve, and information indicating the position of Station B as the switching position of the second corrected run curve. The information on the third corrected run curve includes information for selecting run curve C4 as the third corrected run curve, and information indicating the position of Station C as the switching position of the third corrected run curve.

The information for selecting run curve C2 is information on the running time of the target train between stations A and D when the run curve of the target train is switched from run curve C3 to run curve C2 at station B, or the run curve ID of run curve C2.The information for selecting run curve C4 is information on the running time of the target train between stations A and D when the run curve of the target train is switched from run curve C3 to run curve C2 at station B and from run curve C2 to run curve C4 at station C, or the run curve ID of run curve C4.

In this case, the switching information output unit 25 of the traffic management device 6 outputs information indicating run curve C2 as the second corrected run curve to the on-board device 10 of the target train when the target train reaches station B, and outputs information indicating run curve C4 as the third corrected run curve to the on-board device 10 of the target train when the target train reaches station C. As a result, the target train runs between stations A and D according to the run curve shown in FIG. 11.

That is, the target train runs according to run curve C3 in the section between stations A and B, switches from run curve C3 to run curve C2 at station B and runs in the section between stations B and C, and switches from run curve C2 to run curve C4 at station C and runs in the section between stations C and D.

Here, we will explain a case where the predicted passage time of station B does not satisfy the scheduled passage time of station B. Figure 12 is a diagram showing an example of a run curve selected while a target train in the first embodiment is traveling between stations. Figure 12 shows an example where run curve C3 is selected while the target train is stopped at station A, and a time adjustment request is received by the passage time adjustment device 7 while the target train is traveling between stations A and B according to run curve C3.

In the example shown in FIG. 12, when the target train travels to Station D according to run curve C3, the scheduled passage time of Station B calculated by the calculation unit 61 does not satisfy the scheduled passage time of Station B indicated in the time adjustment request. When the predicted passage time of Station B does not satisfy the scheduled passage time of Station B, the calculation unit 61 determines a first selected run curve candidate, which is a selected run curve candidate up to Station B, in order to search for a run curve.

For example, if the predicted passing time at station B is later than the scheduled passing time at station B, the selection unit 62 determines the run curve currently used by the target train and a run curve with a shorter running time than the run curve currently used by the target train as first selection run curve candidates.

In addition, if the predicted time of passage at Station B is earlier than the scheduled time of passage at Station B, the selection unit 62 determines the run curve currently used by the target train and a run curve with a longer running time than the run curve currently used by the target train as first selection run curve candidates.

In the example shown in FIG. 12, the predicted passing time at Station B is later than the scheduled passing time at Station B, so the selection unit 62 determines run curve C3 currently being used by the target train and run curves C1 and C2, which have shorter running times than run curve C3, as the first selected run curve candidates. In the example shown in FIG. 12, run curve C3 is candidate 1, run curve C2 is candidate 2, and run curve C1 is candidate 3. Candidates 1, 2, and 3 indicate that they are the first selected run curve candidates.

The calculation unit 61 uses a running simulation to calculate the second running time, which is the running time that the target train will take from its current position to passing the next passing station if the target train runs on a run curve that is switched from the run curve currently being used by the target train to run curves C1 and C2 at its current position. The calculation unit 61 then calculates the predicted time of passing Station B for each run curve C1 and C2 by adding the second running time to the current time for each run curve C1 and C2.

The selection unit 62 determines, as the first selected run curve, the first selected run curve candidate corresponding to the predicted passing time of station B that is closest to the scheduled passing time of station B among the predicted passing times of station B for each first selected run curve candidate, and determines this first selected run curve as the first revised run curve. The calculation unit 61 determines, as the first predicted passing time, the predicted passing time of station B that is closest to the scheduled passing time of station B among the predicted passing times of station B for each first selected run curve candidate.

Figure 13 is a diagram showing an example of a state in which one first selected run curve candidate from the first selected run curve candidates shown in Figure 12 has been determined as the run curve for the target train. In the example shown in Figure 13, the selection unit 62 has determined run curve C2 from run curves C1, C2, and C3 as the second selected run curve.

In the above example, the time adjustment request includes information on the scheduled passage times of multiple passing stations and information on the scheduled arrival times at the stop stations, but the scheduled passage time information included in the time adjustment request may only include information on the scheduled passage time of one of the multiple passing stations. In this case, time adjustment requests including information on each scheduled passage time for each changed scheduled passage time are sequentially sent from the operation management device 6 to the passage time adjustment device 7. In this case, the processing unit 43 selects the corrected run curve indicated in the time adjustment request each time it receives a time adjustment request.

In addition, the selection unit 62 can select a switching run curve based on the predicted arrival time of the target train calculated by the calculation unit 61 when the scheduled arrival time is changed while the target train is traveling between the stops, even if there are no passing stations between the stops.

In the above example, the selection unit 62 sets the selected run curve candidate corresponding to the predicted passage time closest to the scheduled passage time as the selected run curve, but this is not limited to such an example. For example, if there is a condition that the target train should not pass earlier than the scheduled passage time, the selection unit 62 sets the selected run curve candidate corresponding to the predicted passage time closest to the scheduled passage time as the selected run curve from among the predicted passage times excluding predicted passage times earlier than the scheduled passage time.

In addition, if there is a condition that the target train should not pass later than the scheduled passing time, the selection unit 62 selects the selected run curve candidate corresponding to the predicted passing time closest to the scheduled passing time from among the predicted passing times excluding the predicted passing times later than the scheduled passing time as the selected run curve.

When there is a condition that the target train should not arrive at the stop station earlier than the scheduled arrival time, the selection unit 62 selects the selected run curve candidate corresponding to the predicted arrival time closest to the scheduled arrival time from among the predicted arrival times excluding the predicted arrival times earlier than the scheduled arrival time as the selected run curve.

In addition, if there is a condition that the target train should not arrive at the stop station later than the scheduled arrival time, the selection unit 62 can select the selected run curve candidate corresponding to the predicted arrival time closest to the scheduled arrival time from among the predicted arrival times excluding the predicted arrival times later than the scheduled arrival time as the selected run curve.

Here, the configuration of the on-board device 10 possessed by the train 2 will be described. FIG. 14 is a diagram showing an example of the configuration of the on-board device possessed by the train according to the first embodiment. As shown in FIG. 14, the on-board device 10 includes a communication unit 71, a detection unit 72, a storage unit 73, a processing unit 74, a control unit 75, and a display unit 76.

The communication unit 71 is wirelessly connected to the radio device 3 so as to be able to communicate with it, and transmits and receives information between it and the ground control device 4 or the traffic management device 6. For example, the communication unit 71 receives train control information from the ground control device 4 via the radio device 3, and receives setting information or switching information from the traffic management device 6 via the ground control device 4 and the radio device 3.

The detection unit 72 detects the position and speed of the train 2. The detection unit 72 detects the position and speed of the train 2 based on the number of wheel rotations detected by a rotation detector (not shown) provided on the train 2, but can also detect the position and speed of the train 2 based on position information output from a GPS (Global Positioning System) receiver (not shown) provided on the train 2.

The detection unit 72 outputs train status information to the communication unit 71 based on the results of detecting the position and speed of the train 2. The train status information includes, for example, a train ID, position information indicating the position of the train 2, speed information indicating the speed of the train 2, and driving direction information indicating the traveling direction of the train 2. The communication unit 71 transmits the train status information output from the detection unit 72 to the ground control device 4 via the wireless device 3.

The memory unit 73 stores run curve information. The run curve information is the same as the run curve information 50 shown in FIG. 5. Based on the setting information received by the communication unit 71, the processing unit 74 selects a run curve corresponding to the setting information received by the communication unit 71 from among the multiple run curves stored in the memory unit 73. For example, when the setting information is information on driving time, the processing unit 74 selects from among the multiple run curves a run curve that matches the driving time indicated in the setting information. Also, when the setting information is a run curve ID, the processing unit 74 selects from among the multiple run curves a run curve with the run curve ID indicated in the setting information.

When switching information is received by the communication unit 71, the processing unit 74 selects a run curve corresponding to the switching information received by the communication unit 71 from among the multiple run curves stored in the storage unit 73. For example, when the switching information is information about a driving time, the processing unit 74 selects from among the multiple run curves a run curve that matches the driving time indicated by the switching information. When the switching information is a run curve ID, the processing unit 74 selects from among the multiple run curves a run curve with the run curve ID indicated by the switching information.

When the control mode is set to the automatic operation mode, the control unit 75 controls the running speed of the train 2 based on the run curve selected by the processing unit 74. This allows the control unit 75 to run the train 2 at a speed that follows the run curve.

When the control mode is set to the manual driving mode, the control unit 75 can display the run curve selected by the processing unit 74 on the display unit 76. The driver of the train 2 can operate the train 2 according to the run curve displayed on the display unit 76, thereby causing the train 2 to run at a speed according to the run curve. Note that the on-board device 10 may be configured to be capable of executing only one of the control modes, the automatic driving mode and the manual driving mode.

Next, the processing by the processing unit 43 of the passage time adjustment device 7 will be explained using a flowchart. FIG. 15 is a flowchart showing an example of processing by the processing unit of the passage time adjustment device according to the first embodiment.

As shown in FIG. 15, the processing unit 43 of the passage time adjustment device 7 determines whether a time adjustment request from the traffic management device 6 has been received by the communication unit 41 (step S10). If the processing unit 43 determines that a time adjustment request has been received (step S10: Yes), it selects the next station after the selected station from among the unselected stations (step S11). For example, in the case of stations A, B, C, and D shown in FIG. 6, if none of the stations has been selected, station A is selected. Also, if the previously selected station was station A, station B is selected.

Next, the processing unit 43 determines whether or not the station selected in step S11 is the closest station from the current position of the target train (step S12). If the processing unit 43 determines that the station selected in step S11 is not the closest station from the current position of the target train (step S12: No), it determines the previous passing station as the run curve switching position (step S13).

If the processing unit 43 determines that the station selected in step S11 is the closest station to the current position of the target train (step S12: Yes), it determines whether the target train is running (step S14). If the processing unit 43 determines that the target train is running (step S14: Yes), it determines the current position of the target train as the run curve switching position (step S15).

When the processing of step S13 is completed, or when the processing of step S15 is completed, the processing unit 43 determines the run curve of the predicted passage time or predicted arrival time that is closest to the scheduled passage time or scheduled arrival time as the corrected run curve (step S16).

When the processing unit 43 determines that the target train is not running (step S14: No), it selects the run curve of the predicted passage time or predicted arrival time that is closest to the scheduled passage time or scheduled arrival time (step S17). A case where the station is the closest station from the current position of the target train and the target train is not running is, for example, a case where the target train is stopped at station A in the example shown in FIG. 6.

Next, when the processing of step S16 is completed or when the processing of step S17 is completed, the processing unit 43 determines whether or not there is a station that has not been selected in step S11 (step S18). When the processing unit 43 determines that there is a station that has not been selected (step S18: Yes), the processing unit 43 transitions to the processing of step S11. When the processing unit 43 determines that there is no station that has not been selected (step S18: No) or that a time adjustment request has not been received (step S10: No), the processing unit 43 determines whether or not it is time to end the operation (step S19). When the power supply (not shown) of the passage time adjustment device 7 is turned off or an operation to end the operation is performed on the operation unit (not shown), the processing unit 43 determines that it is time to end the operation.

If the processing unit 43 determines that it is not time to end the operation (step S19: No), it transitions to step S10, and if it determines that it is time to end the operation (step S19: Yes), it ends the processing shown in FIG. 15.

FIG. 16 is a diagram illustrating an example of the hardware configuration of the passage time adjustment device according to the first embodiment. As shown in FIG. 16, the passage time adjustment device 7 includes a computer having a processor 101, a memory 102, and a communication device 103.

The processor 101, memory 102, and communication device 103 can transmit and receive information to and from each other via, for example, a bus 104. The communication unit 41 is realized by the communication device 103. The storage unit 42 is realized by the memory 102. The processor 101 executes the functions of the processing unit 43 by reading and executing a program stored in the memory 102. The processor 101 is, for example, an example of a processing circuit, and includes one or more of a CPU (Central Processing Unit), a DSP (Digital Signal Processor), and a system LSI (Large Scale Integration).

The memory 102 includes one or more of a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable Read Only Memory), and an EEPROM (Electrically Erasable Programmable Read Only Memory). The memory 102 also includes a recording medium on which a computer-readable program is recorded. Such a recording medium includes one or more of a non-volatile or volatile semiconductor memory, a magnetic disk, a flexible memory, an optical disk, a compact disk, and a DVD (Digital Versatile Disc). The passage time adjustment device 7 may include an integrated circuit such as an ASIC (Application Specific Integrated Circuit) and an FPGA (Field Programmable Gate Array).

The passage time adjustment device 7 may be configured as one device, or may be configured as two or more devices. When the passage time adjustment device 7 is configured as two or more devices, each of the two or more devices has, for example, the hardware configuration shown in FIG. 16. Note that communication between the two or more devices is performed via the communication device 103. The passage time adjustment device 7 may also be included in the operation management device 6.

As described above, the railway system 1 according to the first embodiment includes the calculation unit 61, the selection unit 62, and the switching information output unit 25. When there is a change in the scheduled passing time, which is the scheduled time when the train 2, whose running is controlled according to a run curve that specifies the running speed between the stop stations, is scheduled to pass through a passing station between the stop stations, the calculation unit 61 calculates the predicted passing time, which is the time when the train 2 is predicted to pass through the passing station by switching the run curve used to control the running of the train 2. Based on the predicted passing time calculated by the calculation unit 61, the selection unit 62 selects, as a corrected run curve, the run curve at which the train 2 passes through the passing station at a time corresponding to the changed scheduled passing time. The switching information output unit 25 outputs switching information for switching the run curve of the train 2 to the corrected run curve to the on-board device 10 of the train 2. As a result, the railway system 1 can adjust the passing time when the scheduled passing time is changed, which can contribute to improving operation efficiency or work efficiency at the site, for example.

The calculation unit 61 also calculates the predicted passage time when the scheduled passage time is changed while the train 2 is traveling between stations. This allows the railway system 1 to adjust the passage time when the scheduled passage time is changed while the train 2 is traveling between stations.

In addition, there are multiple passing stations between the stopping stations, and when there are changes to the scheduled passing times of multiple passing stations, the selection unit 62 selects a corrected run curve for each changed scheduled passing time. After the selection unit 62 determines the corrected run curve for each scheduled passing time, the switching information output unit 25 outputs switching information for each scheduled passing time to the on-board device 10 of the train 2. This allows the railway system 1 to adjust the passing times of each passing station at once when there are changes to multiple scheduled passing times.

In addition, there are multiple passing stations between the stopping stations, and the selection unit 62 selects a corrected run curve every time the scheduled passing time of a passing station changes while the train 2 is traveling between the stopping stations. The switching information output unit 25 outputs switching information to the on-board device 10 of the train 2 every time the selection unit 62 selects a corrected run curve. This allows the railway system 1 to adjust the passing time every time the scheduled passing time changes while the train 2 is traveling between the stopping stations.

Furthermore, when the estimated arrival time, which is the scheduled time that train 2 is scheduled to arrive at a stop station, is changed while train 2 is traveling between stops, calculation unit 61 calculates the estimated arrival time at which train 2 is predicted to arrive at the stop station when the run curve used by train 2 is switched. Based on the estimated arrival time calculated by calculation unit 61, selection unit 62 selects, as a corrected run curve, a run curve at which train 2 will arrive at the stop station at a time corresponding to the changed estimated arrival time. This allows railway system 1 to adjust the arrival time when the estimated arrival time is changed.

The calculation unit 61 also calculates the running time between the stopping stations when the run curve used by the train 2 is switched to the corrected run curve. The switching information output unit 25 outputs the information on the running time between the stopping stations calculated by the calculation unit 61 to the on-board device 10 of the train. This allows the railway system 1 to adjust the passing time of the train 2 equipped with the on-board device 10 that selects the run curve based on the running time information.

The calculation unit 61 also calculates the predicted passage time by running simulation. This allows the railway system 1 to adjust the passage time with high accuracy.

Embodiment 2
The passage time adjustment device for a railway system according to the second embodiment differs from the passage time adjustment device 7 for the railway system 1 according to the first embodiment in that the passage time adjustment device adjusts the switching position of the run curve when switching the run curve between stations. In the following, components having the same functions as those in the first embodiment are given the same reference numerals and their explanations are omitted, and the explanation will focus on the points that differ from the passage time adjustment device 7 of the first embodiment.

Figure 17 is a diagram showing an example of the configuration of a passage time adjustment device according to the second embodiment. As shown in Figure 17, the passage time adjustment device 7A according to the second embodiment differs from the passage time adjustment device 7 in that it includes a processing unit 43A instead of the processing unit 43. The processing unit 43A differs from the processing unit 43 in that it includes a calculation unit 61A and a selection unit 62A instead of the calculation unit 61 and the selection unit 62.

When a time adjustment request is acquired by the information acquisition unit 60 while the train is stopped at a stop station, the selection unit 62A selects between the first run curve and the second run curve. The first run curve is a run curve corresponding to the predicted passage time closest to the scheduled passage time of the next station to be passed among predicted passage times earlier than the scheduled passage time of the next station to be passed indicated in the time adjustment request. The second run curve is a run curve corresponding to the predicted passage time closest to the scheduled passage time of the next station to be passed among predicted passage times later than the scheduled passage time of the next station to be passed.

Figure 18 is a diagram showing an example of two run curves selected while a target train in the second embodiment is stopped. In the example shown in Figure 18, the selection unit 62A selects run curve C2 as the first run curve and selects run curve C3 as the second run curve.

The selection unit 62A selects one of the first and second run curves as the run curve to be used when the target train departs from the station. For example, if the target train needs to run at an increased speed so as not to impede the following train from entering the station, the first run curve is selected.

Next, the calculation unit 61A uses a running simulation to repeatedly calculate the predicted passage time while changing the switching position, which is the position of the train 2 where it switches from one run curve to the other run curve, and determines the switching position where the predicted passage time coincides with the scheduled passage time as the switching position of the corrected run curve. Note that since the target train runs at full acceleration for a certain section from the running start position, the calculation unit 61A calculates the predicted passage time by using the train position after switching from full acceleration to constant speed running or coasting as the switching position. Note that coasting is running in a notch-off state.

Then, the notification information output unit 63 outputs to the traffic management device 6 notification information including first information including information on one run curve and information on the departure station which is the switching position to one run curve, and second information including information on the other run curve and information on the switching position to the other run curve. This allows the target train to pass through the passing station at the same time as the scheduled passing time.

When a time adjustment request is acquired by the information acquisition unit 60 while the target train is traveling between stations, the calculation unit 61A calculates the travel time from the current position until the target train passes the next passing station if the target train travels along the run curve currently used by the target train, and calculates the predicted passing time of the next passing station based on the calculated travel time. The selection unit 62A determines whether the predicted passing time of the next passing station satisfies the scheduled passing time of the next passing station indicated in the time adjustment request.

When the predicted passing time of the next passing station does not satisfy the scheduled passing time of the next passing station, the calculation unit 61A calculates the predicted passing time of the next passing station when the run curve of the target train is switched. When the predicted passing time of the next passing station when the target train runs on the run curve currently used is later than the scheduled passing time of the next passing station, the selection unit 62A determines, as the corrected run curve, the run curve corresponding to the predicted passing time that is earlier than the scheduled passing time of the next passing station and closest to the scheduled passing time of the next passing station among the predicted passing times of the next passing station when the run curve of the target train is switched.

Figure 19 is a diagram showing an example of a corrected run curve selected while a target train according to the second embodiment is running. In the example shown in Figure 19, the selection unit 62A selects run curve C2, which corresponds to the predicted passing time of station B that is earlier than the scheduled passing time of station B and closest to the scheduled passing time of station B, as the corrected run curve for the target train running according to run curve C3.

In addition, when the predicted passing time of the next passing station when the target train runs on the run curve currently used by the target train is earlier than the scheduled passing time of the next passing station, the selection unit 62A determines, as the corrected run curve, the run curve corresponding to the predicted passing time of the next passing station when the target train's run curve is switched, which is later than the scheduled passing time of the next passing station and closest to the scheduled passing time of the next passing station.

The calculation unit 61A then uses a running simulation to repeatedly calculate the predicted passage time while shifting the switching position, which is the position of train 2 at which the run curve of the target train is switched to the corrected run curve, in the direction approaching the next passing station, and determines the switching position where the predicted passage time coincides with the scheduled passage time as the switching position of the corrected run curve.

Figure 20 is a diagram for explaining a method for adjusting the switch position of the corrected run curve according to the second embodiment. In the example shown in Figure 20, the calculation unit 61A uses a running simulation to repeatedly calculate the predicted passing time of station B while shifting the switch position at which run curve C3 is switched to run curve C2 in the direction approaching station B, and determines the switch position at which the predicted passing time of station B coincides with the scheduled passing time of station B as the switch position of run curve C2.

The hardware configuration example of the passage time adjustment device 7A according to the second embodiment is the same as the hardware configuration of the passage time adjustment device 7 shown in FIG. 16. The processor 101 can execute the functions of the processing unit 43A by reading and executing a program stored in the memory 102.

As described above, the calculation unit 61A of the railway system according to the second embodiment determines a switching position, which is a position of the train 2 where the run curve of the train 2 is switched to the corrected run curve. The switching information output unit 25 outputs switching information to the on-board device 10 of the train 2 so that the run curve of the train 2 is switched to the post-switched run curve at the switching position determined by the calculation unit 61A. This allows the railway system according to the second embodiment to accurately adjust the passing time when the scheduled passing time is changed.

The calculation unit 61A also calculates the scheduled passage time while changing the switching position of the run curve of the train 2, and determines the switching position at which the predicted passage time coincides as the switching position of the corrected run curve. This allows the railway system according to the second embodiment to adjust the passage time with greater precision when the scheduled passage time is changed.

Embodiment 3
The railway system according to the third embodiment differs from the first and second embodiments in that it switches the run curve that decelerates by coasting. In the following, components having the same functions as those in the first embodiment are given the same reference numerals and their explanations are omitted, and the explanation will be focused on the points that are different from the passage time adjustment device 7 in the first embodiment.

Figure 21 is a diagram showing an example of the configuration of a passage time adjustment device according to the third embodiment. As shown in Figure 21, the passage time adjustment device 7B according to the third embodiment differs from the passage time adjustment device 7 in that it includes a processing unit 43B instead of the processing unit 43. The processing unit 43B differs from the processing unit 43 in that it includes a calculation unit 61B and a notification information output unit 63B instead of the calculation unit 61 and the notification information output unit 63.

The calculation unit 61B uses a running simulation to calculate the running time from the current position to the next passing station when the target train decelerates by coasting when switching run curves, and calculates the predicted passing time of the next passing station based on the calculated running time.

During coasting, the train 2 decelerates due to air resistance, so it is possible to decelerate without applying the brakes of the train 2. Furthermore, during coasting, the train accelerates on a downward gradient, so it is possible to accelerate without switching to a powering notch. Thus, depending on the line, coasting can cause deceleration or acceleration, so the calculation unit 61B determines whether or not it is possible to switch the run curve during coasting, based on the gradient of the line.

Then, when the calculation unit 61B determines that the run curve can be switched by coasting, it calculates the predicted passage time when the target train decelerates by coasting when switching the run curve. The selection unit 62 determines the corrected run curve based on the predicted passage time calculated by the calculation unit 61B.

Figure 22 is a diagram showing an example of a run curve selected while a target train according to the third embodiment is traveling between stations. In the example shown in Figure 22, the selection unit 62 selects run curve C4 as a corrected run curve for the target train traveling according to run curve C3, and switching from run curve C3 to run curve C4 is performed by coasting.

In addition, if the calculation unit 61B determines that the run curve cannot be switched during coasting, it calculates the predicted passing time when the run curve is switched by accelerating using a powering notch or by decelerating using the brakes, as in the first and second embodiments.

In addition, even if the calculation unit 61B determines that the run curve can be switched during coasting, it can select an acceleration method or deceleration method that consumes less energy compared to acceleration using a powering notch or deceleration using braking, or select an acceleration method or deceleration method that produces a predicted passage time that is closer to the scheduled passage time.

In addition, when switching run curves during coasting, the calculation unit 61B can adjust the run curve switching position as in the case of embodiment 2, without using the current position of the target train as the run curve switching position.

The notification information output unit 63B transmits notification information including switching method information indicating the acceleration method or deceleration method in addition to the selection information and switching position information to the traffic management device 6 via the communication unit 41 and the network 9.

The switching information output unit 25 of the traffic management device 6 outputs the switching information to the on-board equipment 10 of the target train when the target train reaches the switching position indicated in the notification information. The switching information includes switching method information in addition to information on the running time between stopping stations or a run curve ID. The on-board equipment 10 of the target train switches the run curve during coasting based on the switching method information included in the switching information.

In addition, if the on-board device 10 automatically determines whether coasting is possible when switching run curves, and coasting is performed based on the result of such determination, the traffic management device 6 does not need to transmit switching method information to the on-board device 10 of the target train.

The hardware configuration example of the passage time adjustment device 7B according to the third embodiment is the same as the hardware configuration of the passage time adjustment device 7 shown in FIG. 16. The processor 101 can execute the functions of the processing unit 43B by reading and executing a program stored in the memory 102.

As described above, in the railway system according to the third embodiment, the calculation unit 61B calculates the predicted passage time as the time at which the train 2 is predicted to pass through a passing station when the run curve used by the train 2 is switched by coasting. As a result, in the railway system according to the third embodiment, the section in which the train 2 does not use the powering notch becomes longer, so that the passage time can be adjusted while suppressing an increase in the energy consumption of the train 2.

Embodiment 4
The railway system according to the fourth embodiment differs from the railway systems according to the first to third embodiments in that it calculates a predicted passage time and a predicted arrival time without using a running simulation. In the following, components having the same functions as those in the first embodiment are given the same reference numerals and their explanations are omitted, and the explanation focuses on the differences from the passage time adjustment device 7 of the first embodiment, but the function of calculating a predicted passage time and a predicted arrival time without using a running simulation may be applied to the passage time adjustment devices 7A and 7B of the second and third embodiments.

Figure 23 is a diagram showing an example of the configuration of a passage time adjustment device according to the fourth embodiment. As shown in Figure 23, the passage time adjustment device 7C according to the fourth embodiment differs from the passage time adjustment device 7 in that it includes a storage unit 42C and a processing unit 43C instead of the storage unit 42 and the processing unit 43. The storage unit 42C differs from the storage unit 42 in that it stores run curve information 50C instead of run curve information 50, and further stores first switching determination information 51 and second switching determination information 52. The processing unit 43C differs from the processing unit 43 in that it includes a calculation unit 61C instead of the calculation unit 61.

Figure 24 is a diagram showing an example of first switching determination information stored in the storage unit of the passage time adjustment device according to the fourth embodiment. The first switching determination information 51 shown in Figure 24 includes information on the required switching time, which is the time required to switch the run curve, for a combination of a "run curve ID before switching" and a "run curve ID after switching".

"Run curve ID before switching" is the run curve ID of the run curve before switching. "Run curve ID after switching" is the run curve ID of the run curve after switching. The run curve IDs of run curves C1, C2, C3, and C4 are 1, 2, 3, and 4.

The example shown in FIG. 24 indicates that the time required to switch from runcurve C1 to runcurve C2 is 3 seconds, the time required to switch from runcurve C1 to runcurve C3 is 6 seconds, and the time required to switch from runcurve C2 to runcurve C1 is 3 seconds. Also, the example shown in FIG. 24 indicates that the time required to switch from runcurve C2 to runcurve C3 is 3 seconds, the time required to switch from runcurve C3 to runcurve C1 is 6 seconds, and the time required to switch from runcurve C3 to runcurve C2 is 3 seconds.

Figure 25 is a diagram showing an example of second switching determination information stored in the storage unit of the passage time adjustment device according to the fourth embodiment. The second switching determination information 52 shown in Figure 25 includes information on the distance traveled by the target train during the run curve switching process for the combination of the "run curve ID before switching" and the "run curve ID after switching".

In the example shown in FIG. 25, the distance traveled in the process of switching from runcurve C1 to runcurve C2 is 50 m, the distance traveled in the process of switching from runcurve C1 to runcurve C3 is 100 m, and the distance traveled in the process of switching from runcurve C2 to runcurve C1 is 50 m. Also, in the example shown in FIG. 25, the distance traveled in the process of switching from runcurve C2 to runcurve C3 is 50 m, the distance traveled in the process of switching from runcurve C3 to runcurve C1 is 100 m, and the distance traveled in the process of switching from runcurve C3 to runcurve C2 is 50 m.

The speed defined by the run curve may vary depending on the position between the stop stations, and therefore the time required to switch the run curve and the distance traveled by the target train during the run curve switching process may vary depending on the position where the target train is traveling. Therefore, the first switching determination information 51 and the second switching determination information 52 may be stored in the memory unit 42C, for example, for each position or section between the stop stations. A section is a section obtained by dividing the stop stations into multiple sections, and is, for example, a section where the speed falls within a preset range.

If the first switching determination information 51 and the second switching determination information 52 cannot be stored in the storage unit 42C for each position or section due to limitations in the storage capacity of the storage unit 42C, an arbitrary value such as the average, maximum, or minimum value of the switching required time may be set in the first switching determination information 51, and an arbitrary value such as the average, maximum, or minimum value of the switching required time may be set in the second switching determination information 52.

Figure 26 is a diagram showing an example of run curve information stored in the storage unit of the passage time adjustment device according to the fourth embodiment. The run curve information 50C shown in Figure 26 includes "run curve ID", "position", "Station B", "Station C", and "Station D" for each "position".

"Run curve ID" is the run curve ID of the run curve. "Position" is information about the position after the run curve is switched, and is information indicating the distance from a stop station. The position after the run curve is switched is the position of train 2 immediately after switching to the corrected run curve. The distance from a stop station is expressed in kilometers, for example. "Position" is information such as the position where the speed changes or the position of each station.

"Station B" is information about the travel time from the run curve switching position to Station B, "Station C" is information about the travel time from the run curve switching position to Station C, and "Station D" is information about the travel time from the run curve switching position to Station D.

In the example shown in Figure 26, when a target train running on run curve C2 switches run curves at a position 200 kilometers from the stop station, the travel time to Station B is 30 seconds, the travel time to Station C is 170 seconds, and the travel time to Station D is 300 seconds.

In the example shown in Figure 26, when a target train running on run curve C2 switches run curves at a position 500 kilometers from the stop station, the distance to station B is 0 kilometers, the distance to station C is 140 kilometers, and the distance to station D is 270 kilometers.

The calculation unit 61C calculates the time required to switch the run curve and the position after the run curve is switched based on the first switching judgment information 51 and the second switching judgment information 52, and calculates the running time from the calculated position after the run curve is switched to the passing station or the stopping station based on the run curve information 50C.

Then, the calculation unit 61C calculates the predicted passing time or the predicted arrival time when the run curve is switched from the current position by adding up the time required to switch the run curve and the travel time to the passing station or the stopping station.

The "positions" included in the run curve information 50C are discrete positions, and the position after the run curve switching calculated by the calculation unit 61C may not match the "positions" included in the run curve information 50C. Therefore, the calculation unit 61C calculates the traveling time from the position after the run curve switching to the passing station or the stopping station by interpolating the traveling time of "Station B", "Station C", and "Station D" that are associated with two "positions" that are close to the position after the run curve switching among the "positions" included in the run curve information 50C.

Figure 27 is a diagram for explaining run curve information stored in the memory unit of the passage time adjustment device according to the fourth embodiment. In the example shown in Figure 27, the "position" of run curve information 50C is shown by a black circle on the run curve. The black circles are located at a position 200 kilometers from Station A, a position 500 kilometers from Station A, and at positions at regular intervals within the range where the speed changes due to coasting.

Figure 27 shows an example in which the run curve is switched from run curve C1 to run curve C2 in order to adjust the predicted passing time at Station B. The calculation unit 61C obtains information on the closest "position" ahead of the target train and information on the closest "position" behind the target train from the position after the run curve switch, from the run curve information 50C.

The front of the target train is in the direction in which the target train is traveling, and the rear of the target train is in the opposite direction to the direction in which the target train is traveling. In what follows, the closest "position" in front of the target train may be referred to as the front position, and the closest "position" behind the target train may be referred to as the rear position.

The calculation unit 61C can calculate the travel time from the position after the run curve switch to the passing station or the stopping station, for example, by calculating the following formula (1).

In the above formula (1), "f" represents the kilometers of the forward position, "r" represents the kilometers of the rearward position, "x" represents the position after the run curve is switched, "T _f " represents the traveling time from the forward position to the passing station or stopping station, "T _r " represents the traveling time from the rearward position to the passing station or stopping station, and "T _x " represents the traveling time from the position after the run curve is switched to the passing station or stopping station.

For example, in the examples shown in Figures 26 and 27, when the position after the run curve switch is at kilometres "400", the forward position is at kilometres "500" and the rearward position is at kilometres "200". In this case, the travel time from the position after the run curve switch to Station B is "10", the travel time from the position after the run curve switch to Station C is "150", and the travel time from the position after the run curve switch to Station D is "280".

An example of the hardware configuration of the passage time adjustment device 7C according to the fourth embodiment is the same as the hardware configuration of the passage time adjustment device 7 shown in FIG. 16. The storage unit 42C is realized by the memory 102. The processor 101 can execute the functions of the processing unit 43C by reading and executing a program stored in the memory 102.

As described above, the railway system according to the fourth embodiment includes a storage unit 42C that stores first switching judgment information 51 indicating the distance or time required to switch the run curve, and second switching judgment information 52 that is information on the travel time of the train from each position between the stopping stations to the passing station. The calculation unit 61C calculates the predicted passage time based on the first switching judgment information 51, the second switching judgment information 52, and the position of the train 2. As a result, the railway system according to the fourth embodiment can calculate the predicted passage time without using a running simulation, which reduces the processing load and enables processing on a device with low specifications.

Embodiment 5.
The railway system according to the fifth embodiment differs from the railway systems according to the first to fourth embodiments in that the time adjustment process is performed by an on-board device instead of a passage time adjustment device. In the following, components having the same functions as those in the first embodiment are given the same reference numerals and their explanation is omitted, and the explanation will focus on the differences from the railway systems according to the first to fourth embodiments.

28 is a diagram showing an example of the configuration of a railway system according to the fifth embodiment. The railway system 1D according to the fifth embodiment differs from the railway system 1 in that it is not provided with a passage time adjustment device 7 and includes a plurality of trains 2D ₁ to 2D _m instead of the plurality of trains 2 ₁ to 2 _m . m is an integer equal to or greater than 2. Hereinafter, when the trains 2D ₁ to 2D _m are referred to without being individually distinguished, they may be referred to as train 2D.

Train 2D differs from train 2 in that it is equipped with on-board device 10D instead of on-board device 10. On-board device 10D differs from on-board device 10 in that it can perform the same processing as the time adjustment processing of any of the passage time adjustment devices 7, 7A, 7B, and 7C in embodiments 1, 2, 3, and 4.

Figure 29 is a diagram showing an example of the configuration of an on-board device according to the fifth embodiment. As shown in Figure 29, the on-board device 10D according to the fifth embodiment differs from the on-board device 10 in that it includes a passage time adjustment unit 77. The processing performed by the passage time adjustment unit 77 is an example of a passage time adjustment device, and includes the time adjustment processing of any of the passage time adjustment devices 7, 7A, 7B, and 7C. The passage time adjustment unit 77 is an example of a passage time adjustment device.

When a time adjustment request is received by the communication unit 71 from the traffic management device 6, the passing time adjustment unit 77 selects a corrected run curve to be used by the train 2D so that the train 2D passes through the passing station at a time corresponding to the scheduled passing time indicated in the time adjustment request, and the target train arrives at the stop station at a time corresponding to the scheduled arrival time indicated in the time adjustment request.

The passing time adjustment unit 77 outputs switching information to the processing unit 74 for switching the train's run curve to the corrected run curve. The switching information is the running time of the corrected run curve or the run curve ID of the corrected run curve. Based on the switching information, the processing unit 74 selects a run curve corresponding to the switching information received by the communication unit 71 from among the multiple run curves stored in the memory unit 73.

Figure 30 is a diagram showing an example of the configuration of the passage time adjustment unit of the on-board device in embodiment 5. As shown in Figure 30, the passage time adjustment unit 77 includes a memory unit 80 and a processing unit 81. The memory unit 80 stores run curve information 82. The run curve information 82 is the same as the run curve information 50 or the run curve information 50C.

The processing unit 81 includes an information acquisition unit 83, a calculation unit 84, a selection unit 85, and a switching information output unit 86. The information acquisition unit 83 has the same function as the information acquisition unit 60. The calculation unit 84 has the same function as any one of the calculation units 61, 61A, 61B, 61C. The selection unit 85 has the same function as any one of the selection units 62, 62A. The switching information output unit 86 outputs switching information to the processing unit 74 at the timing when the target train reaches the switching position determined by the calculation unit 84.

The hardware configuration example of the passage time adjustment unit 77 according to the fifth embodiment is the same as the hardware configuration of the passage time adjustment device 7 shown in FIG. 16. The processor 101 can execute the functions of the processing unit 81 by reading and executing a program stored in the memory 102.

As a result, in the railway system 1D according to the fifth embodiment, passing times can be adjusted without expanding the ground equipment.

In the railway systems according to the first to fifth embodiments, the passage time adjustment while the trains 2 and 2D are running is performed in response to a time adjustment request from the traffic management device 6, but may also be performed when there is no time adjustment request. For example, if the trains 2 and 2D deviate from running according to the run curve due to some influence, the scheduled passage time may not be met even if there is no change in the scheduled passage time. In such a case, the passage time adjustment devices 7, 7A, 7B, and 7C perform the passage time adjustment described above to correct the passage delay due to some influence and ensure the passage time.

For example, when the calculation units 61, 61A, 61B, 61C, and 84 determine that the trains 2 and 2D have deviated from running according to the run curve, they calculate a predicted passing time, which is the time at which the train 2D is predicted to pass through the passing station if the run curve used by the trains 2 and 2D is switched. In this way, even if the train 2D deviates from running according to the run curve and is unable to pass through the passing station at the scheduled passing time, the passing time can be maintained.

The configurations shown in the above embodiments are merely examples, and may be combined with other known technologies, or the embodiments may be combined with each other. In addition, parts of the configurations may be omitted or modified without departing from the spirit of the invention.

LIST OF SYMBOLS 1, 1D Railway system, 2, _{2 1} to 2 _m , 2D, 2D ₁ to 2D _m trains, 3 Radio device, 4 Ground control device, 5 Interlocking control device, 6 Traffic management device, 7, 7A, 7B, 7C Passing time adjustment device, 8, 9 Network, 10, 10D On-board device, 11, 41, 71 Communication unit, 12, 42, 42C, 73, 80 Memory unit, 13, 43, 43A, 43B, 43C, 74, 81 Processing unit, 20, 60, 83 Information acquisition unit, 21 Route control unit, 22 Setting information output unit, 23 Change time calculation unit, 24 Time adjustment request unit, 25, 86 Switching information output unit, 30 Timetable information, 31 Train information, 50, 50C, 82 Run curve information, 51 First switching judgment information, 52 Second switching determination information, 61, 61A, 61B, 61C, 84 calculation unit, 62, 62A, 85 selection unit, 63, 63B notification information output unit, 72 detection unit, 75 control unit, 76 display unit, 77 passage time adjustment unit.

Claims (15)

a calculation unit which calculates a predicted passing time, which is a time at which a train, the running of which is controlled according to a run curve that defines the running speed between stop stations, is predicted to pass a pass station between stop stations, by switching a run curve used to control the running of the train, when there is a change in a scheduled passing time, which is a time at which the train is predicted to pass the pass station between the stop stations;
a selection unit that selects, as a modified run curve, a run curve along which the train passes through the passing station at a time corresponding to the changed scheduled passage time, based on the predicted passage time calculated by the calculation unit;
a switching information output unit that outputs switching information for switching the run curve of the train to an on-board device of the train. The calculation unit is
The railway system according to claim 1 , wherein the predicted passage time is calculated when the scheduled passage time is changed while the train is traveling between the stations. Between the above stations:
There are multiple passing stations,
The selection unit is
When there is a change in the scheduled passage times of a plurality of the passing stations, the corrected run curve is selected for each of the changed scheduled passage times;
The switching information output unit
3. The railway system according to claim 1, wherein after the corrected run curve for each scheduled passage time is determined by the selection unit, the switching information for each scheduled passage time is output to an on-board device of the train. Between the above stations:
There are multiple passing stations,
The selection unit is
When the scheduled passing time of the passing station is changed while the train is running between the stopping stations, the corrected run curve is selected;
The switching information output unit
3. The railway system according to claim 1, wherein when the corrected run curve is selected by the selection unit, the switching information is output to an on-board device of the train. The calculation unit is
When a change occurs in a scheduled arrival time, which is a scheduled time when the train is to arrive at the stop station, while the train is running between the stop stations, a predicted arrival time at which the train is predicted to arrive at the stop station when a run curve used by the train is switched is calculated;
The selection unit is
The railway system according to any one of claims 1 to 4, characterized in that a run curve in which the train arrives at the stop station at a time corresponding to the changed scheduled arrival time is selected as the corrected run curve based on the predicted arrival time calculated by the calculation unit. The selection unit is
determining a switching position, which is a position of the train where the run curve of the train is switched to the corrected run curve;
The switching information output unit
The railway system according to any one of claims 1 to 5, characterized in that the switching information is output to an on-board device of the train so that the run curve of the train is switched to the corrected run curve at the switching position determined by the selection unit. The calculation unit is
7. The railway system according to claim 6, wherein the predicted passage time is calculated while changing a switch position of the run curve of the train, and a switch position at which the predicted passage time coincides is determined as the switch position of the corrected run curve. The calculation unit is
calculating a running time between the stations when a run curve used by the train is switched to the corrected run curve;
The switching information output unit
8. The railway system according to claim 1, wherein information on the travel time between the stopping stations calculated by the calculation unit is output to an on-board device of the train. The calculation unit is
The railway system according to any one of claims 1 to 8, characterized in that the predicted passage time is calculated as the time at which the train is predicted to pass through the passing station when a run curve used by the train is switched by coasting. The calculation unit is
10. The railway system according to claim 1, wherein the predicted passage time is calculated by a running simulation. a storage unit that stores first switching determination information indicating a distance or time required to switch the run curve and second switching determination information that is information on a running time of the train from each position between the stop stations to the passing station;
The calculation unit is
11. The railway system according to claim 1, wherein the predicted passage time is calculated based on the first switching determination information, the second switching determination information, and a position of the train. a calculation unit that calculates a predicted passing time, which is a time at which a train traveling according to a run curve that defines a traveling speed between stop stations is predicted to pass a passing station between the stop stations, by switching a run curve used to control the running of the train, when there is a change in a scheduled passing time, which is a scheduled time at which the train is predicted to pass the passing station between the stop stations;
a selection unit that selects, as a corrected run curve, a run curve in which the train will pass through the passing station at a time corresponding to the changed scheduled passage time, based on the predicted passage time calculated by the calculation unit. a step of calculating a predicted passing time, which is a time at which a train, the running of which is controlled according to a run curve that defines the running speed between stop stations, is predicted to pass through a pass station between the stop stations, by switching the run curve used to control the running of the train, when there is a change in a scheduled passing time, which is a time at which the train is predicted to pass through the pass station between the stop stations;
selecting, as a corrected run curve, a run curve along which the train passes through the passing station at a time corresponding to the changed scheduled passage time, based on the calculated predicted passage time;
and outputting switching information for switching the run curve of the train to an on-board device of the train. a step of calculating a predicted passing time, which is a time at which a train, the running of which is controlled according to a run curve that defines the running speed between stop stations, is predicted to pass through a pass station between the stop stations, by switching the run curve used to control the running of the train, when there is a change in a scheduled passing time, which is a time at which the train is predicted to pass through the pass station between the stop stations;
and selecting, as a corrected run curve, a run curve in which the train will pass through the passing station at a time corresponding to the changed scheduled passage time, based on the calculated predicted passage time. 15. The program for adjusting passage times according to claim 14, further comprising the step of: outputting switching information for switching the run curve of the train to the corrected run curve to an on-board device of the train.

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