Train diagram change support device and train diagram change support method

Abstract

To provide a train diagram change support device that can more definitely utilize a regenerative power.SOLUTION: An improvement candidate calculation unit 202 selects each combination of different trains, in which the difference between arrival time and departure time is equal to or lower than a specific value, as an improvement candidate in the time range where the utilization rate of regenerative power amount is lower than standard, using train diagram information 3 and regenerative power amount information 6 that indicates a fluctuation history of the regenerative power amount used during each train's operation relevant to the train diagram information 3. A train diagram change unit 203 generates changed-diagram information where at least one of the arrival time and departure time of the train included in the improvement candidates for the train diagram information 3 is changed.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a train schedule change support device and a train schedule change support method. [Background technology]

[0002] Due to growing environmental awareness and rising electricity costs, railway operators are also placing importance on reducing power consumption. For railway operators, the amount of power consumed for train operation is usually the largest among the total power consumption of the business, so reducing the amount of power consumed for train operation is a challenge.

[0003] In response to this, Patent Document 1 discloses a technology for reducing power consumption by effectively utilizing regenerative power generated by trains. This technology calculates the regenerative power usage rate per unit time for each power feeding section from train timetables and notifies the time and place where the regenerative power usage rate is below a threshold. This makes it possible to know the time and place where the regenerative power usage rate is low. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2012-017034 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology described in Patent Document 1 can only tell the time and place where the usage rate of regenerative power is low, so it can be difficult to effectively utilize regenerative power. For example, in order to utilize regenerative power, it is necessary to adjust the departure and arrival times of trains, but depending on the time and place where the usage rate of regenerative power is low, the departure and arrival times of trains may have to be significantly changed. In such cases, it is practically difficult to change the departure and arrival times of trains to utilize regenerative power, and as a result, regenerative power cannot be utilized.

[0006] An object of the present disclosure is to provide a train schedule change support device and a train schedule change support method that can more reliably utilize regenerative power. [Means for solving the problem]

[0007] A train schedule change support device according to one aspect of the present disclosure is a train schedule change support device that supports changes to train schedule information that indicates operation plans for multiple trains, and has a candidate selection unit that uses regenerative energy amount information that indicates a fluctuation history of the amount of regenerative energy used while each train related to the train schedule information is running and the train schedule information to select as improvement candidates each of combinations of different trains whose difference between the arrival time and the departure time is equal to or less than a certain value in a time range in which the usage rate of the regenerative energy is lower than a standard, and a schedule change unit that generates changed schedule information by changing at least one of the arrival time and the departure time of the trains included in the improvement candidates for the train schedule information. Effect of the Invention

[0008] According to the present invention, it is possible to more reliably utilize regenerative electric power. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a configuration of a train schedule change support device according to an embodiment of the present disclosure. [Diagram 2] FIG. 4 is a diagram showing an example of station information. [Diagram 3] FIG. 2 is a diagram illustrating an example of substation information. [Figure 4] FIG. 2 is a diagram showing an example of train actual timetable information. [Diagram 5] FIG. 2 is a diagram illustrating an example of substation power transmission history information. [Figure 6] FIG. 4 is a diagram showing an example of vehicle driving performance information. [Figure 7] FIG. 4 is a diagram illustrating an example of regenerative power amount information. [Figure 8]11 is a flowchart illustrating an example of an overall process. [Figure 9] 10 is a flowchart illustrating an example of a regenerative power calculation process. [Figure 10] 11 is a flowchart illustrating an example of a candidate calculation process. [Figure 11] FIG. 13 is a diagram showing an example of a regenerative power display screen. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.

[0011] 1 is a diagram showing the configuration of a train schedule change support device according to an embodiment of the present disclosure. The train schedule change support device 100 shown in FIG. 1 is a device that supports changes to train schedule information that indicates a train schedule, which is an operation plan for multiple trains, and includes an input unit 101, an output unit 102, a communication unit 103, a processor 104, and a memory 105.

[0012] The input unit 101 is, for example, a keyboard, a mouse, a touch panel, or the like, and receives various information from a user who uses the train schedule change support device 100. The output unit 102 is, for example, a display, or the like, and outputs (for example, displays) various information. The communication unit 103 is, for example, a network card, or the like, and communicates with an external device (not shown).

[0013] The processor 104 is, for example, a CPU (Central Processing Unit) and realizes various functional units by reading a computer program (not shown) recorded in the memory 105 and executing the read computer program. In the example of Fig. 1, the processor 104 realizes a regenerative power calculation unit 201, an improvement candidate calculation unit 202, and a train schedule change unit 203 by executing the computer program.

[0014] The regenerative power calculation unit 201 calculates regenerative power amount information indicating a fluctuation history of the amount of regenerative power used while each train is running. The improvement candidate calculation unit 202 is a candidate selection unit that selects improvement candidates that are candidates for change locations for changing at least one of the arrival time and the departure time, based on the regenerative power amount information calculated by the regenerative power calculation unit 201. The train schedule change unit 203 is a schedule change unit that calculates changed schedule information indicating a changed schedule in which at least one of the arrival time and the departure time of the train in the improvement candidate calculated by the improvement candidate calculation unit 202 is changed.

[0015] The memory 105 is, for example, a read only memory (ROM) and a random access memory (RAM), and stores a computer program that defines the operation of the processor 104 as described above. The memory 105 also stores various information used and generated by the processor 104. In the example of FIG. 1, the memory 105 stores station information 1, substation information 2, train timetable information 3, substation power transmission history information 4, vehicle running performance information 5, and regenerative power amount information 6.

[0016] 2 is a diagram showing an example of station information 1. The station information 1 is information indicating the positions of each station where a train stops or passes through. In the example of FIG. 2, the station information 1 includes fields 11 and 12.

[0017] Field 11 stores the name of the station as identification information for identifying the station. Field 12 stores the location of the station. In the example of Fig. 2, the location of the station is represented by the distance from a predetermined starting point to a predetermined location (e.g., the center position) of the station along the line on which the train runs.

[0018] Fig. 3 is a diagram showing an example of the substation information 2. The substation information 2 is information related to a substation that supplies electric power to a train for driving the train. In the example shown in Fig. 3, the substation information 2 includes fields 21 to 23.

[0019] Field 21 stores the name of the substation as identification information for identifying the substation. Field 22 stores the start position of the feeding section through which the substation supplies power to the train, and field 23 stores the end position of the feeding section. In the example of Fig. 3, the start and end positions of the feeding section are expressed as the distance from a predetermined starting point along the line on which the train runs.

[0020] FIG. 4 is a diagram showing an example of train schedule information 3. The train schedule information 3 is information showing a train schedule, which is a train operation plan. The train schedule information 3 is acquired, for example, from a transportation planning system (not shown) that creates train schedules. Note that the train schedule information 3 may be dynamic data showing operation results acquired as a train schedule by an operation management system (not shown) that manages train operations. In this case, the train schedule information 3 is acquired, for example, from the operation management system after the end of a day's operation.

[0021] 4, the train schedule information 3 is made up of a number of records 31 corresponding to each train service. Each record 31 indicates the arrival time and departure time of each station where the train stops or passes through from the starting station to the terminal station.

[0022] Fig. 5 is a diagram showing an example of the substation power transmission history information 4. The substation power transmission history information 4 is power transmission history information showing a fluctuation history of the power transmission amount, which is the amount of power supplied by each substation to each train, and is dynamic data acquired from the substation etc. after the end of a day's operation and accumulated. In the example of Fig. 5, the substation power transmission history information 4 includes fields 41 to 44.

[0023] Field 41 stores the name of the substation. Field 42 stores a measurement start time, which is the start time of a measurement unit time for measuring the amount of power transmission supplied by the substation, and field 43 stores a measurement end time, which is the end time of the measurement unit time. Field 44 stores the amount of power transmission supplied by the substation in the measurement unit time from the measurement start time to the measurement end time. Note that if the actual measurement unit time is shorter than the calculation unit time for calculating the amount of regenerative power described later, the measurement unit time in the substation power transmission history information 4 may be used as the calculation unit time, and field 44 may store a value obtained by adding up the amount of power transmission within the calculation unit time. Also, it is assumed that the divisions of the calculation unit time are set in advance to match the divisions of the measurement unit time.

[0024] Fig. 6 is a diagram showing an example of vehicle running performance information 5. The vehicle running performance information 5 is running performance information that indicates the running performance of a train, and is dynamic data acquired and accumulated from an on-board monitoring system mounted on the vehicle. In the example of Fig. 6, the vehicle running performance information 5 includes fields 50 to 59.

[0025] Field 50 stores the train name, which is the name of the train, as identification information for identifying the train. Field 51 stores the train's vehicle type. Field 52 stores the running section, which is the section in which the train ran during the acquisition unit time for acquiring the running performance. In the example shown in the figure, the running section is expressed between stations, but is not limited to this example. Field 53 stores the start position, which is the position of the train at the start time of the acquisition unit time, and field 54 stores the end position, which is the position of the train at the end time of the acquisition unit time. Field 55 stores the start time of the acquisition unit time, and field 56 stores the end time of the acquisition unit time. Field 57 stores the start speed, which is the speed of the train at the start time, and field 58 stores the end speed, which is the speed of the train at the end time. Field 59 stores the power consumption, which is the amount of power consumed by the train during the acquisition unit time. Therefore, the running performance information indicates the fluctuation history of the power consumption consumed during the running of each train.

[0026] The dynamic data to be analyzed may be data for a specific day, or may be a statistical value (average or median, etc.) of data for a specific period such as a month or half a year, or may be a statistical value of data clustered by characteristics such as weather or season. Note that the statistical value is preferably calculated from data excluding peculiar days such as days when train service is disrupted.

[0027] 7 is a diagram showing an example of the regenerative power amount information 6. The regenerative power amount information 6 is information calculated by the regenerative power calculation unit 201. In the example of FIG.

[0028] Field 60 stores an identification name that identifies the calculation section for which regenerative power is calculated. The calculation section is defined by a combination of a calculation unit time for calculating regenerative power and a power feeding section. Field 61 stores the start position of the calculation section, and field 62 stores the end position of the calculation section. Field 63 stores the start time of the calculation section, and field 64 stores the end time of the calculation section. Field 65 stores the section power consumption amount, which is the amount of power consumed by the train in the calculation section. Field 66 stores the amount of regenerative power used in the calculation section.

[0029] FIG. 8 is a flowchart for explaining an example of the overall processing by the train schedule change support device 100.

[0030] In the overall processing, first, the regenerative power calculation unit 201 reads the substation information 2 from the memory 105 (step S101). Then, the regenerative power calculation unit 201 executes a loop process A in which steps S102 to S104 are repeated for each record of the substation information 2.

[0031] Specifically, in loop process A, the regenerative power calculation unit 201 first acquires one of the records of the substation information 2 as target substation information (step S102). Based on the target substation information, the regenerative power calculation unit 201 executes a regenerative power amount calculation process (see FIG. 9) to calculate the amount of regenerative power generated in the feeding section indicated in the target substation information for each calculation unit time as the amount of regenerative power for each calculation section defined by the calculation unit time and the feeding section (step S103). Then, the regenerative power calculation unit 201 records the calculated amount of regenerative power for each calculation section in the memory 105 in addition to the regenerative power amount information 6 (step S104).

[0032] Then, when the processing of steps S102 to S104 has been completed for all records, loop processing A is terminated, and the improvement candidate calculation unit 202 executes a candidate calculation process (see Figure 10) to calculate improvement candidates in the train schedule information 3 based on the regenerative power amount information 6 recorded in the memory 105 (step S105).

[0033] Then, the train schedule change unit 203 displays a regenerative power display screen (see FIG. 11) showing the amount of regenerative power for each calculated section on the output unit 102 (step S106). The regenerative power display screen is, for example, a screen in which a train schedule diagram showing the train schedule information 3 is divided by calculated sections, and each area corresponding to each calculated section is displayed in a color according to the level of the line power amount.

[0034] The train schedule change unit 203 further displays the improvement candidates on the regenerative power display screen (step S107). At this time, the train schedule change unit 203 highlights the improvement candidates.

[0035] The train schedule change unit 203 executes schedule change processing to create changed schedule information indicating a changed schedule in which at least one of the arrival time and departure time of the train in the improvement candidate has been changed (step S108), and ends the processing.

[0036] In the schedule change process of step S108, for example, the train schedule change unit 203 first accepts a change instruction from the user to change one or both of the station departure time and station arrival time in the improvement candidate. The train schedule change unit 203 changes the train schedule according to the change instruction. At this time, when the train's station departure time is changed, the train schedule change unit 203 also changes the station arrival time of the next station by the change time so that the running time between stations does not change. As a result, when the station departure time of the next station becomes equal to or less than "the station arrival time of the next station + the minimum stop time", the train schedule change unit 203 displays an alert on the output unit 102. In addition, when the train's station arrival time is changed, the train schedule change unit 203 also changes the station departure time of the previous station by the change time of the station arrival time so that the running time between stations does not change. As a result, when the arrival time at the previous station becomes equal to or less than the "departure time from the previous station - minimum stop time", the train schedule change unit 203 displays an alert on the output unit 102. The minimum stop time is preset for each station.

[0037] The train schedule change unit 203 may automatically change the train schedule according to a predetermined algorithm, instead of accepting a change instruction from a user.

[0038] FIG. 9 is a flowchart for explaining an example of the regenerative power calculation process in step S103 of FIG.

[0039] In the regenerative power calculation process, first, the regenerative power calculation unit 201 generates target data, which is regenerative power amount information (data equivalent to one record of the regenerative power amount information 6 shown in FIG. 7) corresponding to a processing target section, which is a calculation section for which the amount of regenerative power is to be calculated (step S201). At this time, the regenerative power calculation unit 201 sets the "feeder section start position" of the target substation information to the "start position" of the target data, sets the "feeder section end position" of the target substation information to the "end position", sets the "processing start time" to the "start time", and sets the "start time + calculation unit time" to the "end time" in the target data. The processing start time is set, for example, by the user.

[0040] The regenerative power calculation unit 201 executes a loop process B in which steps S202 to S208 are repeated until the "start point time" of the target data becomes the processing end time. The processing end time is set by the user, for example.

[0041] In loop processing B, the regenerative power calculation unit 201 first reads the vehicle driving actual information 5 from the memory 105 (step S202). The regenerative power calculation unit 201 executes loop processing C in which the processes of steps S203 to S205 are repeated for each record of the vehicle driving actual information 5.

[0042] In the loop process C, the regenerative power calculation unit 201 first acquires any one of the records of the vehicle driving actual information 5 as target driving actual information (step S203).

[0043] Next, the regenerative power calculation unit 201 determines whether the target driving actual information has information within the processing target section (step S204). Specifically, the regenerative power calculation unit 201 compares the "start position" and "start time" of the target driving actual information with the "start end position", "end end position", "start end time" and "end end time" of the processing target section, and determines that the target driving actual information has information within the processing target section if the following condition C11 or C12 is satisfied. Condition C11: "End position of the section to be processed>Start position of the target driving history information≧Start position of the section to be processed" and "End time of the section to be processed>Start time of the target driving history information≧Start time of the section to be processed" Condition C12: "End position of the section to be processed > end position of the target driving history information ≧ start position of the section to be processed" and "end time of the section to be processed ≧ end time of the target driving history information > start time of the section to be processed"

[0044] If the target driving actual information does not include information on the processing target section, the regenerative power calculation unit 201 returns to the process of step S203. On the other hand, if the target driving actual information includes information on the processing target section, the regenerative power calculation unit 201 calculates the section power consumption in the processing target section based on the power consumption of the target driving actual information (step S205). Specifically, the regenerative power calculation unit 201 calculates an overlap ratio, which is the ratio of the acquisition unit time of the target driving actual information included in the time of the processing target section, and adds a value (power consumption x overlap ratio) obtained by multiplying the overlap ratio by the power consumption of the target driving actual information to the section power consumption of the processing target section.

[0045] The overlap rate is In case C21 ("end time of the section to be processed > start time of the target driving record information ≧ start time of the section to be processed" and "end time of the section to be processed ≧ end time of the target driving record information ≧ start time of the section to be processed"), the result is 1 (100%), In the case of case C22 ("end time of the section to be processed > start time of the target driving performance information ≧ start time of the section to be processed" and "end time of the section to be processed < end time of the target driving performance information"), it becomes "(end time of the section to be processed - start time of the target driving performance information) ÷ (end time of the target driving performance information - start time of the target driving performance information)", In case C23 ("start time of the target driving performance information < start time of the section to be processed" and "end time of the section to be processed ≧ end time of the target driving performance information > start time of the section to be processed"), the result is "(end time of the target driving performance information - start time of the section to be processed) ÷ (end time of the target driving performance information - start time of the target driving performance information)".

[0046] Then, when the processing of steps S203 to S205 is completed for all records of the vehicle travel performance information 5, the loop processing C is terminated. In this case, the regenerative power calculation unit 201 acquires, as the target power transmission history information, from the substation power transmission history information 4, records corresponding to the processing target section (step S206). Specifically, the regenerative power calculation unit 201 acquires, as the target power transmission history information, all records from the substation power transmission history information 4 that have the same "substation name" as the "substation name" of the target substation information and that satisfy "end time of processing target section>measurement start time≧start time of processing target section". Note that in this embodiment, the substation power transmission history information 4 has a unit time set so that the division of the measurement unit time matches the division of the calculation unit time, so that only the measurement start time needs to be considered.

[0047] The regenerative power calculation unit 201 calculates the amount of regenerative power of the processing target section based on the amount of power transmission of the target power transmission history information acquired in step S206 and the section power consumption of the processing target section, and registers the amount of regenerative power in the target data (step S207). Specifically, the regenerative power calculation unit 201 calculates the amount of regenerative power of the processing target section by subtracting the sum of the amount of power transmission of the target power transmission history information acquired in step S206 from the section power consumption of the processing target section.

[0048] The regenerative power calculation unit 201 generates new target data by setting the end time of the current target data as the starting point time and adding a unit time to the starting point time as the end time (step S208).

[0049] Then, when the processing of steps S202 to S208 is completed until the start point time reaches the processing end time, the regenerative power calculation unit 201 ends the loop processing B and ends the regenerative power calculation processing.

[0050] In the regenerative power calculation process described above, the amount of regenerative power is calculated from the amount of power consumption in the vehicle driving performance information 5. However, if the amount of regenerative power is registered in advance as the vehicle driving performance information 5, the regenerative power calculation unit 201 may use that amount of regenerative power.

[0051] FIG. 10 is a flowchart for explaining an example of the candidate calculation process in step S105 of FIG.

[0052] In the candidate calculation process, first, the improvement candidate calculation unit 202 acquires the regenerative power amount information 6 from the memory 105 (step S301). The improvement candidate calculation unit 202 executes a loop process D in which the processes of steps S302 to S307 are repeated for each record of the regenerative power amount information 6.

[0053] In loop processing D, the improvement candidate calculation unit 202 acquires one of the records of the regenerative power information 6, and sets the calculation section defined by the “start position”, “end position”, “start time”, and “end time” of that record as the target calculation section (step S302).

[0054] The improvement candidate calculation unit 202 acquires all station arrival data of regenerative trains, which are trains that arrive at stations within the target calculation section, from the train schedule information 3 in the memory 105 (step S303). A regenerative train is a train that generates regenerative power in the target calculation section, and the station arrival data includes an arrival station and an arrival time.

[0055] The improvement candidate calculation unit 202 executes a loop process E in which the processes of steps S304 to S305 are repeated for each station arrival data.

[0056] In loop process E, the improvement candidate calculation unit 202 selects one of the station arrival data as the target station arrival data (step S304). Then, the improvement candidate calculation unit 202 acquires station departure data of a train whose train schedule can be adjusted so that the train can receive regenerative power generated by the target regenerative generation train, which is the regenerative generation train corresponding to the target station arrival data, without affecting the preceding and following trains, from the train schedule information 3 (step S305). The station departure data includes a departure station and an arrival time.

[0057] In this case, if the amount of adjustment to the train schedule is small, it can be considered that there will be no impact on the preceding or following trains. Therefore, the improvement candidate calculation unit 202 specifically acquires station departure data of trains that satisfy the following conditions C31 and C32. Condition C31: The departure time is within a certain range from the arrival time of the target regenerative train However, if the train is on the same line, at the same station, and in the same direction as the target regenerative train, the train may be excluded if the departure station is not a station where mutual arrival and departure is possible. In addition, whether or not to exclude trains in a direction different from the target regenerative train may be determined according to facility conditions such as whether or not the departure station supports a simultaneous inbound and outbound power feeding system. For example, whether or not a station is mutually possible and the facility conditions are set in advance by the user. Condition C32: The departure time is between "the brake timing of the target regenerative train - a certain value" and "the arrival time of the target regenerative train + a certain value" Specifically, the braking timing of the target regenerative train is calculated by the improvement candidate calculation unit 202 from the vehicle running history information 5. For example, the improvement candidate calculation unit 202 sorts the records corresponding to the target regenerative train in the vehicle running history information 5 in ascending order of start time, starting from the record corresponding to the arrival at the station. Then, the improvement candidate calculation unit 202 refers to the "start speed" of the sorted records, starting from the top (= the record at the time of arrival at the station), and obtains the "start time" of the record at which the speed no longer increases from the previous record as the braking timing.

[0058] Then, when the processing of steps S304 to S305 is completed for all of the acquired station arrival data, the improvement candidate calculation unit 202 ends the loop processing E and judges whether the regenerative power usage room amount, which is a value obtained by multiplying the number of acquired station departure data by a predetermined constant, is greater than the regenerative power amount of the calculation target section by a predetermined value or more. If the regenerative power usage room amount is greater than the regenerative power amount of the calculation target section by a predetermined value or more, the improvement candidate calculation unit 202 judges that the usage rate of the regenerative power amount is lower than the standard, selects a combination of each target station arrival data and the station departure data corresponding to that target station arrival data as an improvement candidate (step S306), and ends the processing. The constant may be set in advance by the user as a guideline for the regenerative power amount.

[0059] The above-described processes are merely examples, and are not limited to these. For example, in step S306, the improvement candidate calculation unit 202 may select an improvement candidate from among trains whose vehicle type satisfies a predetermined condition. The predetermined condition is a condition specified based on the vehicle type, and examples include the following conditions C41 to C43. Condition C41: Having a specified vehicle type Condition C42: The train in the station arrival data is a vehicle capable of regenerative braking, and the train in the station departure data is a vehicle capable of utilizing regenerative power. Condition C43: The train in the station arrival data is not a battery-powered vehicle. The vehicle type of each train (whether or not it is capable of regenerative braking and has a storage battery, etc.) may be preset by a user, for example, or may be defined in the vehicle travel record information 5 or the like.

[0060] Furthermore, if the train schedule is a pattern schedule, the improvement candidate calculation unit 202 acquires all records with both the start and end positions identical to those of the calculation target section from the regenerative power information 6, and selects the record with the largest amount of regenerative power from among them. If the difference between the regenerative power amount of the calculation target section and the regenerative power amount of the selected record is equal to or greater than a certain value, the improvement candidate calculation unit 202 also selects as an improvement candidate the train combination corresponding to the improvement candidate in the selected record. Note that whether or not the train schedule is a pattern schedule is set in advance by, for example, the user.

[0061] Fig. 11 is a diagram showing an example of a regenerative power display screen. In a regenerative power display screen 1100 shown in Fig. 11, a train timetable diagram showing a train schedule is divided into sections. The areas corresponding to each section are color-coded according to the level of the regenerative power amount. In the example of Fig. 11, sections (a), (c), and (d) belong to the same level, and section (b) belongs to a higher level (larger amount of regenerative power) than the other sections.

[0062] Furthermore, if there are improvement candidates for the station departure time and station arrival time of a train, the station departure time and station arrival time of the train are highlighted on the regenerative power display screen 1100. In the example of Fig. 11, section (a) has a highlight display section 1101. In the highlight display section 1101, trains 1 and 2 and trains 3 and 4, whose station departure times and station arrival times are close to each other, are highlighted.

[0063] As described above, according to this embodiment, the improvement candidate calculation unit 202 uses the regenerative energy information 6 indicating the fluctuation history of the amount of regenerative energy used while each train related to the train schedule information 3 is running and the train schedule information 3 to select, as improvement candidates, each combination of different trains in which the difference between the arrival time and the departure time is equal to or less than a certain value within a time range in which the usage rate of regenerative energy is lower than a reference value. The train schedule change unit 203 generates changed schedule information in which at least one of the arrival time and the departure time of the trains included in the improvement candidates is changed in the train schedule information 3. Therefore, since train schedule information is changed based on improvement candidates that are combinations of trains for which the difference between the arrival time and departure time is equal to or less than a certain value, it is possible to generate train schedule information that makes better use of regenerative power without affecting previous and following trains. Therefore, it is possible to make more reliable use of regenerative power.

[0064] In this embodiment, the train schedule change unit 203 displays a regenerative power display screen showing improvement candidates, and changes at least one of the arrival time and departure time of the train included in the improvement candidates specified by the user. This makes it possible to change the train schedule appropriately in response to a user request.

[0065] In addition, in this embodiment, the regenerative power calculation unit 201 generates regenerative power amount information 6 based on the substation power transmission history information 4 and the vehicle driving performance information 5. Therefore, it is not necessary to prepare the regenerative power amount information 6 in advance, and it becomes easier to utilize the regenerative power more reliably.

[0066] Furthermore, in this embodiment, since improvement candidates are selected for each feeding section, it becomes possible to more reliably utilize regenerative power.

[0067] In this embodiment, the improvement candidate calculation unit 202 determines that the usage rate of the regenerative power is lower than the standard when the regenerative power usage margin, which is a value obtained by multiplying the number of acquired station departure data by a predetermined constant, is greater than the regenerative power amount by a predetermined value or more. In this case, it becomes possible to easily determine the calculation section in which the usage rate of the regenerative power amount is low.

[0068] In this embodiment, the improvement candidate calculation unit 202 further selects, as improvement candidates, a combination of a train having an arrival time within a time range in which the usage rate of regenerative power is lower than the reference time, and a train having a departure time between a time obtained by subtracting a certain value from the braking timing of the train and a time obtained by adding a certain value to the arrival time of the train. In this case, it becomes possible to change the braking timing so as to make better use of regenerative power without affecting the trains before and after, and therefore it becomes possible to make more reliable use of regenerative power.

[0069] In this embodiment, the improvement candidate calculation unit 202 selects improvement candidates from among trains whose vehicle types satisfy certain conditions. This makes it possible to exclude from improvement candidates trains that cannot utilize regenerative power, and to exclude from improvement candidates trains that can utilize regenerative power without adjusting the train schedule by being equipped with a storage battery that stores regenerative power.

[0070] The above-described embodiments of the present disclosure are illustrative examples of the present disclosure, and are not intended to limit the scope of the present disclosure to only these embodiments. A person skilled in the art can implement the present disclosure in various other forms without departing from the scope of the present disclosure. [Explanation of symbols]

[0071] 1: Station information 2: Substation information 3: Train schedule information 4: Substation power transmission history information 5: Vehicle running performance information 6: Regenerative power amount information 100: Train schedule change support device 101: Input unit 102: Output unit 103: Communication unit 104: Processor 105: Memory 201: Regenerative power calculation unit 202: Improvement candidate calculation unit 203: Train schedule change unit

Claims

1. A train schedule change support device that supports changes to train schedule information indicating operation plans of multiple trains, a candidate selection unit that uses regenerative energy amount information indicating a fluctuation history of the amount of regenerative energy used during the running of each train related to the train schedule information and the train schedule information to select, as improvement candidates, each of combinations of different trains in which the difference between the arrival time and the departure time is equal to or less than a certain value within a time range in which the usage rate of the regenerative energy is lower than a reference value; A train schedule change support device having a schedule change unit that generates changed schedule information by changing at least one of the arrival time and departure time of trains included in the improvement candidates for the train schedule information.

2. The train schedule change support device according to claim 1, wherein the schedule change unit displays a screen showing the improvement candidates and changes at least one of the arrival time and departure time of trains included in the improvement candidates specified by a user.

3. The train schedule change support device according to claim 1, further comprising a regenerative power calculation unit that calculates the regenerative power amount information based on running performance information indicating a fluctuation history of the amount of power consumed while each train related to the train schedule information is running, and power transmission history information indicating a fluctuation history of the amount of power transmission, which is the amount of power supplied by a substation to the train.

4. The regenerative power amount information indicates a history of the regenerative power amount for each feeding section of a substation that supplies power to each train, The train schedule change support device according to claim 1 , wherein the candidate selection unit selects the improvement candidate for each of the feeding sections.

5. The train schedule change support device of claim 1, wherein the candidate selection unit determines that the usage rate of the regenerative power is lower than a standard when, in a combination of different trains in which the difference between the arrival time and departure time in a specified time range is less than a certain value, the value obtained by multiplying the number of trains having arrival times in the specified time range by a specified constant is greater than the regenerative power amount in the specified time range by a specified value or more.

6. The train schedule change support device of claim 1, wherein the candidate selection unit further selects as the improvement candidate a combination of a train having an arrival time within a time range in which the usage rate of the regenerative energy is lower than a standard, and a train having a departure time between a time obtained by subtracting a certain value from the braking timing of the train and a time obtained by adding a certain value to the arrival time of the train.

7. The train schedule change support device according to claim 1 , wherein the candidate selection unit selects the improvement candidate from among trains whose vehicle types satisfy predetermined conditions.

8. A train schedule change support method by a train schedule change support device that supports changes to train schedule information indicating operation plans of multiple trains, using regenerative energy amount information indicating a fluctuation history of the amount of regenerative energy used during the running of each train related to the train schedule information and the train schedule information, selecting, as improvement candidates, each of combinations of different trains in which the difference between the arrival time and the departure time is equal to or less than a certain value within a time range in which the usage rate of the regenerative energy is lower than a reference value; A train schedule change support method for generating modified train schedule information in which at least one of the arrival time and departure time of the trains included in the improvement candidates is changed for the train schedule information.

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