Operation plan allocation device and operation plan allocation method

Abstract

To solve the problem that there is no allocation of manned operation sections and unmanned operation sections according to risk, making it impossible to improve safety and operability.SOLUTION: Provided is an operation plan allocation device that allocates, to the operation plan of a train, a manned operation section in which a monitoring personnel is on board the train running on a track to monitor the front, and an unmanned operation section in which the monitoring personnel do not perform monitoring. A predetermined value is set after the train passes in the operation plan. After the train passes, a risk value that increases in relation to the elapsed time is calculated, and the manned operation section and the unmanned operation section are allocated to the operation plan so that the risk value is less than or equal to a predetermined threshold value.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to an operation plan allocation device and an operation plan allocation method.

Background Art

[0002] In a rail transit system of trains running on tracks, due to concerns about a shortage of personnel associated with the aging of train drivers, conductors, etc., and the need to reduce operating costs, research is being conducted on unmanned train operation. In unmanned operation, for example, when there is an obstacle on the track, since it is impossible to avoid it by steering, detecting obstacles on the track is important for improving the safety and operability of the rail transit system. To perform unmanned operation, a mechanism for automatically detecting obstacles on the route is required, and methods using external sensors such as millimeter-wave radars, lidar, and cameras are being studied. In general, different types of external sensors are used to expand the detectable abnormal events and provide redundancy, and the results of each external sensor are integrated to detect an object. However, it is technically difficult to detect all abnormal events with external sensors, and it is practically important to estimate potential risks and respond to unmanned and manned operations according to the risks.

[0003] Patent Document 1 discloses a vehicle control system that evaluates the degree of risk of the presence of an obstacle at a predetermined point from among a plurality of levels of risk rates defined based on the elapsed time since the last monitoring operation by a sensor and the detection result of the presence or absence of an obstacle by the monitoring operation by the sensor, determines a risk rate, and determines a target speed according to the risk rate.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Patent Document 1 does not disclose allocating sections of manned operation and sections of unmanned operation according to risk, and thus cannot improve safety and operability.

Means for Solving the Problem

[0006] An operation plan allocation device according to the present invention is an operation plan allocation device that allocates a section of manned operation in which a monitoring staff member is assigned to a train running on a track to perform forward monitoring and a section of unmanned operation in which monitoring by the monitoring staff member is not performed to an operation plan of the train. After the train passes in the operation plan, a risk value that is set to a predetermined value and increases in relation to the elapsed time after the train passes is calculated, and the section of manned operation and the section of unmanned operation are allocated to the operation plan so that the risk value is equal to or less than a predetermined threshold value. An operation plan allocation method according to the present invention is an operation plan allocation method that allocates a section of manned operation in which a monitoring staff member is assigned to a train running on a track to perform forward monitoring and a section of unmanned operation in which monitoring by the monitoring staff member is not performed to an operation plan of the train. After the train passes in the operation plan, a risk value that is set to a predetermined value and increases in relation to the elapsed time after the train passes is calculated by a computer, and the computer allocates the section of manned operation and the section of unmanned operation to the operation plan so that the risk value is equal to or less than a threshold value.

Effect of the Invention

[0007] According to the present invention, it is possible to allocate sections of manned operation and sections of unmanned operation according to risk, and improve safety and operability.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and for the sake of clarity of explanation, appropriate omissions and simplifications have been made. The present invention can be implemented in various other forms. Unless otherwise particularly limited, each component may be singular or plural.

[0010] In the following description, as the processing performed by executing a program, a flowchart showing the processing executed by the operation plan allocation devices 120 and 220 will be described. However, the program is executed by a processor (for example, a CPU or a GPU), and in order to perform the defined processing while appropriately using a storage resource (for example, a memory) and / or an interface device (for example, a communication port), etc., the subject of the processing may be the processor. Similarly, the subject of the processing performed by executing the program may be a controller, a device, a system, a computer, or a node having a processor. The subject of the processing performed by executing the program may be an arithmetic unit, and may include a dedicated circuit (for example, an FPGA or an ASIC) that performs a specific processing.

[0011] The program may be installed from a program source into a device such as a computer. The program source may be, for example, a program distribution server or a computer-readable storage medium. When the program source is a program distribution server, the program distribution server includes a processor and a storage resource for storing the program to be distributed, and the processor of the program distribution server may distribute the program to be distributed to other computers. Also, in the following description, two or more programs may be realized as one program, or one program may be realized as two or more programs.

[0012] [First Embodiment] FIG. 1 is a diagram showing the configuration of an orbital transport system 1000 including an operation plan allocation device 120 according to the first embodiment of the present invention. The orbital transport system 1000 includes an operation management device 110, an operation plan allocation device 120, and a train 100. The operation management device 110, the operation plan allocation device 120, and the train 100 transmit and receive information to and from each other wirelessly or by wire.

[0013] The train 100 is equipped with an external sensor 101, an obstacle detection unit 102, and a vehicle control device 103, and runs on the track 10. The operation of the train 100 traveling from a certain station (usually the starting station of the line) to a certain station (for example, the terminal station of the line) is called operation. The train 100 travels through a manned operation section where a monitoring officer is assigned to the leading vehicle to monitor the front and an unmanned operation section where no monitoring is performed by the monitoring officer. The monitoring officer is, for example, a driver or a conductor. In the rail transit system 1000 in this embodiment, the train 100 automatically departs and stops according to the operation plan described later, and can operate in unmanned operation. Although details will be described later, it operates in unmanned or manned operation based on an operation plan in which the risk value is below the threshold and the operation cost is minimized. Note that if the front of the train 100 can be appropriately monitored, the monitoring officer does not necessarily have to be on board the leading vehicle. For example, it is also possible to perform manned operation by photographing the front of the train 100 with a camera installed on the leading vehicle and having the monitoring officer monitor the photographed image at a predetermined location inside the train 100.

[0014] The external sensor 101 detects the state around the train (especially in the front), and transmits the detected data to the obstacle detection unit 102. The external sensor 101 is, for example, a camera, LIDAR (Light Detection and Ranging), a millimeter-wave radar, or the like. The camera is a monocular camera, a stereo camera, an infrared camera, or the like. A plurality of external sensors 101 may be mounted for redundancy.

[0015] The obstacle detection unit 102 detects the situation in front of the train using the data detected by the external sensor 101. As the object detection process, techniques used in the automotive field can be used. For example, a disparity image is created using a stereo camera, and the shape and position of an object in front are detected from the disparity image. Also, an object on the image may be detected using DNN (Deep Neural Network) from a monocular image, or an object may be detected from the point cloud data of LIDAR. DNN is one of the methods used in machine learning. By extracting the features of the target object and learning, various target objects can be detected and the detection accuracy can be improved. In this embodiment, as long as an object can be detected, the method is not limited.

[0016] The obstacle detection unit 102 determines whether or not there is a detection result of an object within a traveling area, which is an area where the train may travel, among the detection results of the object. The detection result of the object determined to exist within the traveling area is recognized as an obstacle. It is determined whether or not the object recognized as an obstacle can be stopped from the current vehicle speed, and it is judged whether or not the brake should be operated. Based on this judgment result, a brake operation request is output to the vehicle control device 103. In the present embodiment, the format of the detection result of the obstacle or the like and the usage method of the obstacle recognition result or the like are not limited.

[0017] The vehicle control device 103 is a device that controls the acceleration and deceleration of the vehicle. When the vehicle control device 103 receives a brake output request from the obstacle detection unit 102, it outputs a brake command to a brake device (not shown) in the vehicle. In the present embodiment, the configuration in which the vehicle control device 103 issues a brake command will be described. However, it is sufficient that the train 100 performs a brake operation in response to the detection result of the obstacle, and the means is not limited. For example, a security device (not shown) installed to prevent collisions between trains 100 may receive a brake output request from the obstacle detection unit 102 and output a brake command. Further, a monitoring operator may confirm a brake output request from the obstacle detection unit 102 via an HMI (Human Machine Interface) (not shown) and output a brake command by manual operation.

[0018] The operation management device 110 is a device that manages the operation plan of the train 100. The operation plan defines the departure time, arrival time, etc. of each station for each operation. Generally, the operation plan is often revised on an annual basis or by season. However, in daily operation, the operation plan may be disrupted due to accidents or weather conditions. In that case, the operation plan is revised, such as determining which train 100 should turn back at which station or canceling the operation of the train 100 itself. The revision of the operation plan is often done manually, but it may also be automatically revised by the system.

[0019] The operation plan initially defines the departure and arrival times of each station for each operation. This initial operation plan is provided to the operation plan allocation device 120, which creates an operation plan with sections allocated for manned operation and sections allocated for unmanned operation, although the details will be described later. A section is between one station and another station.

[0020] The operation management device 110 manages the operation of the rail transit system 1000 based on the operation plan created by the operation plan allocation device 120. Specifically, based on the operation plan, the train 100 is run in unmanned operation on the sections allocated for unmanned operation, and the train 100 is run in manned operation on the sections allocated for manned operation.

[0021] The operation plan allocation device 120 refers to the operation plan, calculates a risk value that is set to a predetermined value after the passage of the train 100 in the operation plan and increases in relation to the elapsed time after the train 100 has passed, and allocates sections for manned operation and sections for unmanned operation to the operation plan so that the risk value is below a threshold value. Specifically, the operation management device 110 acquires the initial operation plan, creates an allocation plan by allocating which section of which train 100 will perform unmanned operation based on the acquired initial operation plan. For each created allocation plan, the risk value calculated by the method described later and the operation cost calculated by the method described later are obtained. Then, the risk value and cost value calculated for each allocation plan are evaluated, and the allocation plan with a risk value below a predefined threshold value and a low cost value is determined as the final operation plan. The determined operation plan is transmitted to the operation management device 110. In this embodiment, an example of acquiring the initial operation plan from the operation management device 110 is described, but the initial operation plan may be acquired from other devices, and the acquisition method and acquisition interval are not limited.

[0022] Next, the risk value calculated by the operation plan allocation device 120 will be described. The operation plan allocation device 120 in this embodiment assumes the following two types of risk values. a: Risk value based on aging deterioration b: Risk value based on the monitoring period Examples of risk values based on the aging deterioration of a include abnormalities in sleepers, rail distortion, intrusion of roadside vegetation into the running area, and intrusion of roadside structures such as utility poles into the running area. Examples of risk values based on the monitoring period of b include signal light bulb burnout, inflow of sediment into the running area due to landslides, fires and disturbances, entry of vehicles, people, and flying objects into the running area, forgetting of work tools, placed stones, holes, etc.

[0023] Figure 2 is a graph showing the time progression of the risk value. The horizontal axis represents time, and the vertical axis represents the risk value. It is assumed that both the risk value 201 based on the aging deterioration of a and the risk value 202 based on the monitoring period of b are functions that increase monotonically over time. The sum of the risk value 201 based on the aging deterioration of a and the risk value 202 based on the monitoring period of b is the total risk value 203. In Figure 2, the dotted line representing the risk value 202 is shown laminated on the risk value 201 with the one-dot chain line representing the risk value 201 as a reference. The operation plan allocation device 120 generally defines the slope of the risk function to be quite small or as a fixed value instead of increasing monotonically because the risk value 201 based on the aging deterioration of a has a slow progress degree of the risk value. On the other hand, for the risk value 202 based on the monitoring period of b, since it includes factors that occur suddenly, the slope of the risk function is defined as a relatively large value. Unmanned operation is performed within the range where the total risk value 203 does not exceed a predefined threshold value 204.

[0024] The slope of the risk function of the risk value based on the monitoring period of b may be changed according to weather conditions (such as wind speed, rainfall, etc.). For example, when the rainfall is increasing due to a typhoon or the like, it is considered that the possibility of a landslide disaster is increasing. Therefore, the operation plan allocation device 120 may obtain weather conditions from an external system (not shown) and dynamically change the slope of the risk function based on the weather conditions.

[0025] FIG. 3 is a diagram for explaining an example of the behavior of a risk function when manned operation or unmanned operation is performed. The horizontal axis represents time, and the vertical axis represents the risk value. An example is shown in which the train 100 arrives at Station B by manned operation 301, then the train 100 arrives at Station B by unmanned operation 302, and further, the train 100 arrives at Station B by manned operation 303 after that.

[0026] When the manned operation 301 is performed, the operation plan allocation device 120 sets both the risk value 311 based on the aging deterioration of a and the risk value 312 based on the monitoring period of b to a predetermined value, for example, "0", and also sets the total risk value 313 to a predetermined value, for example, "0". This is because it can be confirmed that there is no risk value for the running of the train 100 when the monitoring personnel monitor the environment in front of the vehicle during manned operation. The operation plan allocation device 120 thus sets to a predetermined value after the train 100 passes in the operation plan, and calculates a risk value that rises in relation to the elapsed time after the train 100 has passed.

[0027] Next, when the unmanned operation 302 is performed, among the risk value 311 based on the aging deterioration of a and the risk value 312 based on the monitoring period of b, the risk value 312 based on the monitoring period of b is set to a predetermined value, for example, "0". The operation plan allocation device 120 thus sets to a predetermined value after the train 100 passes in the operation plan, and calculates a risk value that rises in relation to the elapsed time after the train 100 has passed.

[0028] On the other hand, the value of the risk value 311 based on the aging deterioration of a is carried over. Among the risk values based on the aging deterioration of a, abnormalities of sleepers and rail distortion can be considered to be detectable by sensors if dedicated sensors are installed on the train 100. However, it is not realistic to install such dedicated sensor devices on all trains 100, and it is a difficult event to detect abnormalities with sensors installed for the purpose of monitoring the external environment in front. Therefore, in this embodiment, it is decided not to include it in the risk value that decreases due to the running of unmanned operation.

[0029] Similarly, among the risk values based on the aging deterioration of a, for the intrusion into the driving area of the roadside vegetation and the intrusion into the driving area of roadside structures (such as utility poles), the changes are very gradual and it is difficult to detect abnormalities with sensors installed for the purpose of monitoring the external environment ahead. Therefore, in this embodiment, the risk values reduced by autonomous driving are not included. When manned driving 303 is performed again, both the risk value 311 based on the aging deterioration of a and the risk value 312 based on the monitoring period of b are set to "0", and the total risk value 313 also becomes "0".

[0030] Note that although the assumed risk values are classified into the risk value based on the aging deterioration of a and the risk value based on the monitoring period of b, they may be classified into at least the following two types of risk values. c: Risk value that cannot be detected by external sensors d: Risk value that can be detected by external sensors and Risk value that can be regarded as ensuring safety by the running of train 100

[0031] In this case, during manned driving, both the risk value c that cannot be detected by external sensors and the risk value d that can be detected by external sensors and the risk value that can be regarded as ensuring safety by the running of train 100 are set to "0", and during autonomous driving, only the risk value d that can be detected by external sensors and the risk value that can be regarded as ensuring safety by the running of train 100 are set to "0".

[0032] Also, although the assumed risk values are mainly defined for the risk values of the external environment of train 100, the risk values of failures of train 100 that affect driving may also be defined. For example, there are cases where monitoring personnel detect abnormalities of train 100 by abnormal sounds, abnormal vibrations, strange odors such as burning smells. Therefore, a risk function for the risk value of failures of train 100 may be defined and considered when calculating the total risk. By doing so, it becomes possible to reduce not only the risk of operation stop due to failures of train 100 but also that due to the external environment.

[0033] Although a function that monotonically increases over time has been described as an example of the risk function of the risk value, different forms of risk functions may be used. For example, since the risk value based on the monitoring period of b includes sudden factors, a function other than a monotonically increasing linear function may be defined. For example, a function may be defined that temporarily increases the risk value during a time period when congestion is expected based on the prediction of the flow of people or traffic. Also, instead of a risk function that depends only on time, a risk function that depends on position may be defined. For example, for a position with a high risk value as a place such as a railroad crossing or a tunnel section, a risk function in which only the risk value at that position is set higher may be used. Also, although the assumed risk value has been described in two types of configurations, the assumed risk value may be in one type of configuration or three or more types of configurations.

[0034] The slope of the risk function of the risk value detectable by the external sensor of d may be changed according to the performance of the sensor mounted on the train 100. For example, when a sensor with high sensor resolution is used, it is assumed that smaller objects and smaller abnormalities can also be detected, so the slope of the risk function is reduced. The main point is that the risk value based on the sensor configuration and the elapsed time mounted on the train 100 can be defined, and the type of the functional formula of the risk function is not limited in this embodiment.

[0035] Figure 4 is a diagram showing an example of the data format of the operation plan. Numbers (1, 3, …) are assigned for each operation, and the departure time and arrival time of each station for each operation are recorded. The example in Figure 4 shows the operation plan in the direction from Station A to Station D. There is also an operation plan from Station D to Station A in the same format, but its illustration is omitted.

[0036] Figure 5 is a flowchart showing the processing executed by the operation plan allocation device 120. In step 501, the operation plan allocation device 120 acquires the operation plan from the operation management device 110. The acquisition timing is, for example, when the operation plan is changed such as at the time of timetable revision, or when timetable disruption occurs due to an accident or the like and the timetable is corrected. As shown in FIG. 4, the operation plan defines the departure time and arrival time of each station for each operation. Next, the process proceeds to step 502.

[0037] In step 502, the operation plan allocation device 120 creates an allocation plan that sets which section of which operation will be operated by manned operation based on the operation plan. FIG. 6 is a diagram for explaining the creation of the allocation plan by the operation plan allocation device 120. The horizontal axis represents time, and the vertical axis represents the position of the station. Then, the manned operation is indicated by a solid line, and the unmanned operation is indicated by a dotted line. First, the section related to the first train of the first operation 610 in a day's operation is allocated to the manned operation section. This means that the total risk value is "0" in the entire section of the line at the beginning of the day.

[0038] For operations other than the first operation 610, for example, the section scheduled to run immediately before the risk exceeding prediction time is allocated to manned operation, or an arbitrary section is randomly allocated to manned operation. In this way, the operation plan allocation device 120 creates a plurality of types of allocation plans in which a predetermined section is allocated to the manned operation section. In the example shown in FIG. 6, the section between station D and station C of operation 633 is allocated to manned operation because it is the section scheduled to run immediately before the risk exceeding prediction time 620. Note that the method of allocating manned operation may be to randomly allocate to an arbitrary section, or to allocate for each type such as ordinary trains and limited express trains.

[0039] Regarding the operation allocated to manned operation, it may be allocated in one go (from station A to station D) from the starting station to the terminal station, or manned operation may be allocated for each section. That is, in the example of FIG. 6, among operation 610, the section from station D to station C may be allocated to manned operation, the section from station C to station B may be allocated to unmanned operation, and the section from station B to station A may be allocated to manned operation. Next, the process proceeds to step 503.

[0040] In step 503, the operation plan allocation device 120 calculates the total risk value of each operation starting from the first operation 610 shown in FIG. 6 by the risk value calculation method described with reference to FIGS. 3 to 4. That is, when manned operation is performed, the total risk value is set to a predetermined value, for example, "0", and thereafter, the risk value corresponding to the elapsed time is calculated. Next, the process proceeds to step 504.

[0041] In step 504, the operation plan allocation device 120 calculates a risk exceeding prediction time which is the time when the total risk value exceeds a predetermined threshold. In FIG. 6, the risk exceeding prediction times 620, 621, 622 calculated for each section of the operation 610 are described as an example. The risk exceeding prediction time may be defined at each position of the section, or one risk exceeding prediction time may be defined for one operation. In this embodiment, an example of defining one risk exceeding prediction time for each section as shown in FIG. 6 will be described. The operation plan allocation device 120 can calculate the total risk value using a risk function based on the arrival time of the station. Next, the process proceeds to step 506.

[0042] In step 506, the operation plan allocation device 120 determines whether the calculation of the risk value and the calculation of the risk exceeding prediction time have been completed for all of the allocation plans. If the processing for all the allocation plans has not been completed, the process returns to step 503, and the processing of steps 503 to 504 is repeated. For example, if 10 types of allocation plans are set in step 502, the risk value is calculated and the risk exceeding prediction time is estimated for each of the 10 types of allocation plans. For example, if 10 types of allocation plans are set for one risk exceeding prediction time in step 502, then 10×10 = 100 types of allocation plans will be set when creating the next allocation plan. If the processing for all the allocation plans has been completed in step 506, the process proceeds to step 507.

[0043] In step 507, the operation plan allocation device 120 checks for all inter-station sections the times when the calculated risk exceeds a predefined threshold. Then, it checks the arrival times of all stations with the latest operation during the day's operation. For each inter-station section, it determines whether the time exceeding the threshold is later than the arrival time of the latest operation during the day's operation. If, for all inter-station sections, the times exceeding the threshold are later than the arrival time of the latest operation during the day's operation, it proceeds to step 508. That is, when the risk is below the predefined threshold, it proceeds to step 508. If, for all inter-station sections, the times exceeding the threshold are not later than the arrival time of the latest operation during the day's operation, it goes back to step 502 to create an allocation plan.

[0044] In step 508, the operation plan allocation device 120 calculates the cost value for all of the created allocation plans. The calculation of the cost value is based on the labor cost of the monitoring personnel. In this embodiment, however, the number of manned operations allocated in the created allocation plan, that is, the number of monitoring personnel, is regarded as the cost value for calculation. Basically, the total number of sections allocated manned operations in the allocation plan is used as the cost value. Furthermore, as will be described below with reference to FIG. 7, the cost value is calculated by considering the number of operations with overlapping manned operations within a certain time zone.

[0045] FIG. 7 is a diagram for explaining the calculation of the cost value by the operation plan allocation device 120. The horizontal axis represents time, and the vertical axis represents the positions of the stations. Solid lines indicate manned operations, and dotted lines indicate unmanned operations. Operation 710 represents an operation from Station A to Station D, and operation 720 represents an operation from Station D to Station A. As shown in 7A of FIG. 7, assume that the solid black line sections 711 and 721 among operations 710 and 720 are allocated manned operations. In this case, within a certain time zone 700, multiple operations in the running direction of train 100 overlap and are allocated manned operations. In this case, a monitoring personnel is required for each operation. In the example of 7A in FIG. 7, two monitoring personnel are required.

[0046] On the other hand, as shown in 7B of FIG. 7, it is assumed that manned operations are assigned to the solid black sections 712 and 722 of the operations 710 and 720. In this case, since manned operations are not assigned overlappingly in the time zone regions 701 and 702, only one monitoring staff member is required. In this case, the cost value is low. In this way, the operation plan allocation device 120 calculates the cost value by counting the number of operations in which manned operations overlap within a certain time zone region and calculating the number of monitoring staff members required to implement the allocation plan. In order to reduce the number of monitoring staff members, the trains 100 or sections for manned operations may be determined in consideration of the movements of the monitoring staff members. In this embodiment, it is only necessary to be able to calculate the cost value of the required monitoring staff members for each allocation plan, and the method thereof is not limited. Also, instead of calculating the labor cost itself as the cost value, a value proportional to the cost increase due to manned operations may be substituted as the cost value.

[0047] In step 508, after calculating the cost value, the process proceeds to step 509. In step 509, the operation plan allocation device 120 determines whether the calculation of the cost value for all of the created allocation plans is completed. If the calculation of the cost value for all allocation plans has not been completed, the process proceeds to step 508 to calculate the cost value. If the calculation of the cost value for all allocation plans is completed, the process proceeds to step 510.

[0048] In step 510, the operation plan allocation device 120 evaluates the risk value and the cost value for all of the created allocation plans. Specifically, from the first operation to the last operation of the day, the allocation plans in which the risk value is below the threshold are extracted, and among these allocation plans, the allocation plan with the lowest cost value is set as the final operation plan. Note that the allocation plan with the lowest cost value among the allocation plans in which the risk value is below the threshold may be set as the final operation plan. Further, the allocation plan with the lowest risk value and the lowest cost value may be set as the final operation plan. Thereafter, the process proceeds to step 511.

[0049] In step 511, the operation plan allocation device 120 transmits the final operation plan to the operation management device 110. FIG. 8 is a diagram showing an example of the data format of the final operation plan. It is a data format in which an item for setting a flag indicating whether manned operation or unmanned operation is to be performed in each section of each operation is added to the operation plan shown in FIG. 4. In the example of FIG. 8, the section where manned operation is performed is set to "0", and the section where unmanned operation is performed is set to "1".

[0050] According to this embodiment, it is possible to allocate sections of manned operation and sections of unmanned operation so that the risk value is equal to or less than the threshold value, and it is possible to improve safety and operability while reducing the operation cost and maintaining a predetermined operation plan.

[0051] In this embodiment, when it is considered that the risk function value is set to "0" when it is confirmed that there is no risk to the running of the train 100 by a monitoring staff member monitoring the environment in front of the vehicle during manned operation. And the decrease in the risk function during manned operation was explained by an example targeting only the own track (the track on which the manned train 100 runs). However, for example, in the case of a double-track line or the like, for a section where a monitoring staff member can judge the risk of the opposing track, the risk value of the opposing track may also be set to "0". An example of such a case will be described below.

[0052] FIG. 9 is a diagram for explaining the creation of an allocation plan by the operation plan allocation device 120. Time is shown on the horizontal axis, and the positions of stations are shown on the vertical axis. Then, manned operation is indicated by a solid line, and unmanned operation is indicated by a dotted line. FIG. 9 shows an example of the predicted time of risk exceeding for a route where the opposing route can be monitored by visual recognition or the like throughout the entire section on a double-track line. For example, in operation 910 from Station D to Station A, if manned operation is performed from Station D to Station C and from Station B to Station A, normally the predicted times of risk exceeding are 911 and 912. Also, when operation 920 from Station A to Station D performs manned operation throughout the entire section from Station A to Station D, the predicted times of risk exceeding are 921 and 922. At this time, considering that the risk of operation 910 in which train 100 travels on the opposing route (the route from Station D to Station A) is also confirmed due to the manned operation of operation 920, the predicted times of risk exceeding for the sections of Station A ⇔ Station B, Station B ⇔ Station C, and Station C ⇔ Station D are times 921, 922, and 912 regardless of the direction (from Station A to Station D, from Station D to Station A). Here, for the section of Station C ⇔ Station D, since operation 920 performs manned operation at a later time than operation 910, the predicted time of risk exceeding for this section is replaced with the predicted time of risk exceeding 921 corresponding to operation 920 instead of the predicted time of risk exceeding 911 corresponding to operation 910. That is, in step 504 shown in FIG. 5, the operation plan allocation device 120 includes a plurality of routes on which train 100 can travel in the manned operation section. When a monitoring officer can monitor other routes when train 100 travels on any one of the plurality of routes, the predicted times of risk exceeding for the plurality of routes are set to the same value. When a monitoring officer cannot monitor other routes when train 100 travels on any one of the plurality of routes, the predicted times of risk exceeding for the plurality of routes are set to different values.

[0053] Of the risk values of the opposing route, both the risk value based on the aging deterioration of a and the risk value based on the monitoring period of b may be set to "0". Also, only the risk value based on the monitoring period of b may be set to "0". In this case, the predicted times of risk exceeding will be different in the directions (from Station A to Station D, from Station D to Station A).

[0054] Next, a case of a railway line including a section where the opposing track is partially invisible on a double-track railway line will be described. FIG. 10 is a diagram for explaining the creation of an allocation plan on a double-track railway line by the operation plan allocation device 120. Time is shown on the horizontal axis, and the position of stations is shown on the vertical axis. And manned operation is indicated by a solid line, and unmanned operation is indicated by a dotted line.

[0055] In FIG. 10, an example of the risk excess prediction time of a railway line including a section where the opposing track is partially invisible on a double-track railway line is shown. A section where the opposing track cannot be seen is, for example, a section where the tunnel T is independent in each direction, a section where there is a distance between each railway line, or a section where it is difficult to confirm the track state of the opposing track due to a structure such as a bridge. In the example of FIG. 10, the section of the tunnel T where the opposing track cannot be seen is included in the section between Station A and Station B. In this case, for example, when operation 1001 is carried out by manned operation on the own track from Station A to Station D, the risk excess prediction times for the sections between Station B and Station C and between Station C and Station D where the opposing track can be monitored are time 1011 and time 1012, respectively, and the risk excess prediction times are the same regardless of the direction (from Station A to Station D, from Station D to Station A).

[0056] On the other hand, the section between Station A and Station B includes a section of the tunnel T that cannot be seen by the monitoring staff for the manned operation in the direction from Station D to Station A. Therefore, even if operation 1002 is carried out from Station B to Station A by manned operation, the presence or absence of risk on the railway line in the direction from Station A to Station D during operation 1001 cannot be confirmed. As a result, the value of the risk function maintains both the risk value based on the aging deterioration of a and the risk value based on the monitoring period of b (it does not become "0"). The risk excess prediction time 1013 for the section between Station A and Station B in the direction from Station A to Station D is based on the time of operation 1001 from Station A to Station D. As a result, the risk excess prediction time for the section between Station A and Station B in the direction from Station A to Station D is time 1013, and the risk excess prediction time for the section between Station A and Station B in the direction from Station D to Station A is not time 1013 but time 1014. That is, in step 504 shown in FIG. 5, when the operation plan allocation device 120 assumes that the train 100 has passed through the manned operation section, for a section where the opposing track facing the passed own track cannot be monitored, the operation plan allocation device 120 sets the risk excess prediction time of the own track to time 1014.

[0057] [Second Embodiment] FIG. 11 is a diagram showing the configuration of a rail transit system 2000 including an operation plan allocation device 220 according to the second embodiment of the present invention. In the first embodiment, an example was described in which a manned operation section where a monitoring officer is assigned to the leading vehicle to perform forward monitoring and an unmanned operation section where no monitoring is performed by the monitoring officer are assigned to the operation plan. In the second embodiment, the monitoring officer is always on board the train, and if necessary, the monitoring officer moves to the leading vehicle of the train 200 to monitor the front of the train 100. Hereinafter, for convenience of explanation, the case where the monitoring officer is moved to the leading vehicle to monitor the front of the train 100 is referred to as manned operation, and the case where the front of the train 100 is not monitored is referred to as unmanned operation. The monitoring officer is, for example, a driver or a conductor. The same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is simplified.

[0058] The rail transit system 2000 includes an operation management device 110, an operation plan allocation device 220, and a train 200. The train 200 includes an external sensor 101, an obstacle detection unit 102, a vehicle control device 103, and an instruction device 104, and travels on a track 10. The external sensor 101, the obstacle detection unit 102, and the vehicle control device 103 are the same as those in the first embodiment.

[0059] The instruction device 104 is a device that instructs a monitoring officer on board the train 200 to move to the leading vehicle and monitor the front. The monitoring officer grasps the section (manned operation section) for performing forward monitoring via the instruction device 104. For a section where no forward monitoring is performed without a monitoring instruction (unmanned operation section), services for passengers and conductor duties are performed inside the train 200. The instruction device 104 refers to the operation plan and pre-instructs the monitoring officer by display, voice, etc. to move to the leading vehicle and perform forward monitoring in the manned operation section. The instruction device 104 may be a portable smart device or a display device provided on the driver's cab of the train 200. In this embodiment, it is only necessary for the monitoring officer to be able to grasp the section for performing forward monitoring, and other devices may be used.

[0060] The operation management device 110 is a device that manages the operation plan of the train 200. The operation management device 110 manages the operation of the rail transit system 2000 based on the operation plan created by the operation plan allocation device 220. Specifically, it manages the operation of the train 200 based on the operation plan, and provides the operation plan to the indicating device 104 of the train 200. Through the indicating device 104, in the manned operation section, the monitoring personnel are instructed to move to the leading vehicle and monitor the front. The monitoring personnel grasp based on the operation plan to which train 200 and which section the forward monitoring task is assigned, move to the leading vehicle in the section of the train 200 to which the forward monitoring task is assigned, and perform the forward monitoring task.

[0061] The operation plan allocation device 220 calculates the risk value in the same manner as described with reference to FIGS. 2 to 3 in the first embodiment. That is, referring to the operation plan, a risk value that is set to a predetermined value after the train 200 passes in the operation plan and increases in relation to the elapsed time after the train 200 passes is calculated. Specifically, it acquires the initial operation plan from the operation management device 110, assigns which train 200 and which section will perform unmanned operation based on the acquired initial operation plan, and creates an allocation plan. The risk value and the operation cost calculated for each created allocation plan are obtained. The operation cost is the cost related to the operation time of the section where the monitoring personnel are monitoring the front of the train 200. Then, the risk value and the cost value calculated for each allocation plan are evaluated, and the allocation plan with a risk value below a predefined threshold and a small cost value is determined as the final operation plan. The determined operation plan is transmitted to the operation management device 110.

[0062] FIG. 12 is a flowchart showing the processing executed by the operation plan allocation device 220. In FIG. 12, the same reference numerals as those in the flowchart of the processing by the operation plan allocation device 120 of the first embodiment shown in FIG. 5 are assigned to the steps performing the same processing. The description thereof will be briefly given below.

[0063] In step 501, the operation plan allocation device 220 acquires an operation plan from the operation management device 110. As shown in FIG. 4, the operation plan defines the departure time and arrival time of each station for each operation. Next, it proceeds to step 502.

[0064] In step 502, the operation plan allocation device 220 creates an allocation plan that sets which section of which operation is to be manned operation, that is, which section requests the forward monitoring task from the monitoring personnel, based on the operation plan. At least two or more allocation plans are created. As described with reference to FIG. 6, for example, first, the section related to the first train of the first operation 610 of the day's operations is allocated to the manned operation section. For operations other than the first operation 610, for example, the section scheduled to run immediately before the risk exceeding prediction time is allocated to the manned operation, or an arbitrary section is randomly allocated to the manned operation. Next, it proceeds to step 503.

[0065] In step 504, the operation plan allocation device 220 calculates the risk exceeding prediction time, which is the time when the total risk value exceeds a predetermined threshold. As described with reference to FIG. 6, one risk exceeding prediction time is defined for each section. Next, it proceeds to step 506.

[0066] In step 506, the operation plan allocation device 220 determines whether the calculation of the risk value and the calculation of the risk exceeding prediction time have been completed for all of the allocation plans. If the processing for all the allocation plans has not been completed, it returns to step 503 and repeats the processing of steps 503 to 504. If the processing for all the allocation plans has been completed in step 506, it proceeds to step 507.

[0067] In step 507, the operation plan allocation device 220 checks for all inter-station sections the times when the calculated risk exceeds a predefined threshold. Then, it checks the arrival times of all stations with the latest operation during a day's operation. For each inter-station section, it determines whether the time exceeding the threshold is later than the arrival time of the latest operation during a day's operation. If, for all inter-station sections, the times exceeding the threshold are later than the arrival time of the latest operation during a day's operation, it proceeds to step 512. That is, when the risk is below the predefined threshold, it proceeds to step 512. If, for all inter-station sections, the times exceeding the threshold are not later than the arrival time of the latest operation during a day's operation, it proceeds to step 502 to create an allocation plan.

[0068] In step 512, the operation plan allocation device 220 calculates the cost values for all the created allocation plans. The calculation of the cost values is based on the labor cost of the monitoring staff. In this embodiment, however, the running time of the sections allocated with manned operation in the created allocation plan, that is, the time during which the monitoring staff conducts forward monitoring, is regarded as the cost value for calculation. Basically, the total running time (the running time from the departure time to the arrival time) of the sections allocated with manned operation in the allocation plan is taken as the cost value. Next, it proceeds to step 509.

[0069] In step 509, the operation plan allocation device 220 determines whether the calculation of the cost values for all the created allocation plans has been completed. If the calculation of the cost values for all the allocation plans has not been completed, it proceeds to step 512 to calculate the cost values. If the calculation of the cost values for all the allocation plans has been completed, it proceeds to step 510.

[0070] In step 510, the operation plan allocation device 220 evaluates the risk value and cost value for all of the created allocation plans. Specifically, from the first operation to the last operation of a day, it extracts the allocation plans whose risk values are below the threshold, and among these allocation plans, selects the one with the lowest cost value, that is, the allocation plan with the shortest time for the forward monitoring task, as the final operation plan. Note that, among the allocation plans whose risk values are below the threshold, the allocation plan with the lowest cost value may be used as the final operation plan. Further, the allocation plan with the lowest risk value and the lowest cost value may be used as the final operation plan. Then, it proceeds to step 511.

[0071] In step 511, the operation plan allocation device 220 sends the final operation plan to the operation management device 110. The final operation plan is the same as the data format described with reference to FIG. 8. In the example of FIG. 8, the sections where manned operation is performed are set as "0", and the sections where unmanned operation is performed are set as "1".

[0072] In this embodiment, although the time of the forward monitoring task of the monitoring personnel is also considered as an evaluation item, since monitoring personnel are on board all trains 200, the cost related to labor costs is considered to be constant. Therefore, in order to reduce the computational load of the operation plan allocation device 220, the calculation of the cost value in step 512 may be omitted and only the risk value may be used for evaluation. In this case, in step 510, the allocation plan with the lowest average risk value for each section or the allocation plan with the smallest maximum risk value in each section is used as the final operation plan.

[0073] According to this embodiment, it is possible to allocate sections of manned operation and sections of unmanned operation so that the risk value is below the threshold, reduce the operation cost, and improve safety and operability while maintaining a predetermined operation plan. Also, it is possible to ensure the safety of the operation of the trains 200 only by changing the work content of the monitoring personnel on board all trains 200. Therefore, compared with the first embodiment, the workload of the operation operator of the rail transit system can be reduced.

[0074] According to the embodiments described above, the following operational effects can be obtained. (1) The operation plan allocation devices 120 and 220 are devices that allocate to the operation plans of trains 100 and 200 sections of manned operation where monitoring personnel are assigned to the trains 100 and 200 running on track 10 to perform forward monitoring, and sections of unmanned operation where monitoring by monitoring personnel is not performed. After the passage of trains 100 and 200 in the operation plan, a risk value that is set to a predetermined value and increases in relation to the elapsed time after the passage of trains 100 and 200 is calculated, and the sections of manned operation and unmanned operation are allocated to the operation plan so that the risk value is equal to or less than a predetermined threshold value. Thereby, it is possible to allocate the sections of manned operation and unmanned operation according to the risk, and improve safety and operability.

[0075] (2) The operation plan allocation method is an operation plan allocation method that allocates to the operation plans of trains 100 and 200 sections of manned operation where monitoring personnel are assigned to the trains 100 and 200 running on track 10 to perform forward monitoring, and sections of unmanned operation where monitoring by monitoring personnel is not performed. After the passage of trains 100 and 200 in the operation plan, a risk value that is set to a predetermined value and increases in relation to the elapsed time after the passage of trains 100 and 200 is calculated by a computer (operation plan allocation devices 120 and 220), and the computer (operation plan allocation devices 120 and 220) allocates the sections of manned operation and unmanned operation to the operation plan so that the risk value is equal to or less than the threshold value. Thereby, it is possible to allocate the sections of manned operation and unmanned operation according to the risk, and improve safety and operability.

[0076] The present invention is not limited to the above-described embodiments, and other forms that can be considered within the scope of the technical idea of the present invention are also included in the scope of the present invention as long as the features of the present invention are not impaired. Also, a configuration combining the above-described embodiments may be used.

Explanation of Reference Numerals

[0077] 10... Orbit, 100, 200... Trains, 101... External sensors, 102... Obstacle detection unit, 103... Vehicle control device, 104... Indicator device, 110... Operation management device, 120, 220... Operation plan allocation device, 1000, 1100... Rail transportation system.

Claims

1. An operation plan allocation device that allocates a manned operation section, in which a monitoring officer is assigned to a train running on a track to perform forward monitoring, and an unmanned operation section where the monitoring by the monitoring officer is not performed, to the operation plan of the train, calculates a risk value that is set to a predetermined value after the train passes in the operation plan and increases in relation to the elapsed time after the train passes, and allocates the manned operation section and the unmanned operation section to the operation plan so that the risk value is equal to or less than a predetermined threshold value.

2. In the operation plan allocation device according to claim 1, the risk value includes at least one of a risk value based on aging deterioration and a risk value based on the monitoring period.

3. In the operation plan allocation device according to claim 2, the risk value based on aging deterioration includes at least one of sleeper abnormality, rail distortion, intrusion of roadside vegetation into the running area, and intrusion of roadside structures into the running area.

4. In the operation plan allocation device according to claim 2, the risk value based on the monitoring period includes at least one of signal failure, landslide, fire or explosion, intrusion of vehicles or people into the track, flying objects, forgetting of work tools, and holes.

5. In the operation plan allocation device according to claim 1, the manned operation section is allocated to the section related to the first train in the operation plan.

6. In the operation plan allocation device according to claim 1, calculates a risk exceeding prediction time when the risk value exceeds the threshold value, and allocates the manned operation section to the section where the train is scheduled to run immediately before the risk exceeding prediction time in the operation plan.

7. In the operation plan allocation device according to claim 6, The manned operation section includes a plurality of routes on which the train can travel respectively, When the monitoring personnel can monitor other routes when the train travels on any one of the plurality of routes, the risk exceeding prediction times of the plurality of routes are set to the same value, An operation plan allocation device that sets the risk exceeding prediction times of the plurality of routes to different values when the monitoring personnel cannot monitor other routes when the train travels on any one of the plurality of routes.

8. In the operation plan allocation device according to claim 1, An operation plan allocation device that calculates a cost value related to the manned operation based on the number of sections of the manned operation assigned in the operation plan.

9. In the operation plan allocation device according to claim 1, An operation plan allocation device that calculates a cost value related to the manned operation based on the operation time of the manned operation section assigned in the operation plan.

10. In the operation plan allocation device according to claim 8 or claim 9, An operation plan allocation device that extracts an allocation plan in which the risk value is below the threshold from the first operation to the last operation of a day, and sets the allocation plan with the lowest cost value among these allocation plans as the final operation plan.

11. An operation plan allocation method for allocating a manned operation section in which a monitoring personnel is assigned to a train running on a track to perform forward monitoring and an unmanned operation section in which the monitoring by the monitoring personnel is not performed to the operation plan of the train, A risk value that is set to a predetermined value after the train passes in the operation plan and rises in relation to the elapsed time after the train passes is calculated by a computer, An operation plan allocation method in which the computer allocates the manned operation section and the unmanned operation section to the operation plan so that the risk value is below a threshold value.

Images