Traffic management system, schedule-based traffic control device, shuttle operation control device, and traffic management method

Abstract

An operation management system (1) comprises: an operation disruption detection unit (12) that detects a disruption of train operations on the basis of differences between station arrival and departures times indicated by a diagram and actual arrival and departures times of trains at / from stations; a countermeasure determination unit (13) that determines whether the disruption of train operations is resolved by rescheduling the operations or a shuttle operation; a shuttle operation instruction unit (15) that, if the disruption of train operations is resolved by a shuttle operation, determines one or more travel sections and assigns a train to travel in the travel section; a shuttle operation starting unit (16) that moves the assigned train to the travel section; a shuttle operation control unit (17) that ensures a route for the train to travel in the travel section, and arranges the train to travel on the ensured route; a shuttle operation evaluation unit (18) that determines whether or not the shuttle operation can continue; and a shuttle operation termination unit (19) that, if the shuttle operation is determined to be terminated, moves the train serving the shuttle operation to a location where the train can operate on the basis of the diagram.

Description

[Technical Field]

[0001] The present disclosure relates to a traffic management system, a diagram-based traffic control device, a shuttle operation control device, and a traffic management method used in train traffic control. [Background technology]

[0002] Conventionally, if a train accident or breakdown occurs during train operation, train operation cannot be performed according to the schedule. In such a case, even if one of the double-track tracks becomes unusable, if the other track is usable, train operation can be maintained by running the train on a single-track section and turning the train back midway through, performing shuttle operation. However, since shuttle operation is not based on a normal schedule, a dispatcher at a control center who manages train operations must check the sections where trains can run and the trains that are usable before creating a shuttle operation schedule, which is time-consuming. To address this problem, Patent Document 1 discloses technology for automatically generating a shuttle operation schedule. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-177901 Summary of the Invention [Problem to be solved by the invention]

[0004] In addition to the train accidents and train breakdowns mentioned above, various other factors can be considered as situations in which train operations are disrupted, such as train delays due to the concentration of passengers in a specific section. However, according to the conventional technology described above, when starting shuttle operation, a dispatcher needs to decide whether to perform shuttle operation and instruct the running section, etc. Therefore, when a disruption occurs in train operation, the dispatcher needs to accurately decide the best way to resolve the disruption and, if shuttle operation is to be performed, the dispatcher needs to further instruct the running section, etc., which places a burden on the dispatcher, posing a problem.

[0005] The present disclosure has been made in consideration of the above, and aims to provide an operation management system that can accurately determine how to respond when a disruption occurs in train operations, and that can control train operations by shuttle operation without receiving instructions from a dispatcher when shuttle operation is performed in response to a disruption in train operations. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the object, the traffic management system of the present disclosure includes a traffic disruption detection unit that detects a train traffic disruption based on an error between a station arrival / departure time indicated in a timetable that indicates the station arrival / departure times of trains and the actual station arrival / departure times of trains; a response method determination unit that, when a train traffic disruption is detected by the traffic disruption detection unit, determines whether to resolve the train traffic disruption by rescheduling the train traffic through a change in the timetable or by shuttle operation in which trains are turned around in a specified single-track section; and, when the train traffic disruption is resolved by shuttle operation, determines a shuttle operation zone that is a section in which shuttle operation is possible. The system is characterized by comprising a shuttle operation instruction unit that determines one or more running sections for shuttle operation within a certain period and assigns trains to run on the running sections; a shuttle operation start unit that moves the assigned train to the running section; a shuttle operation control unit that secures a route for the train to run on within the running section and causes the train to run on the secured route; a shuttle operation evaluation unit that determines whether or not shuttle operation can be continued; and a shuttle operation termination unit that, if the shuttle operation evaluation unit determines that shuttle operation should be terminated, moves the train that was performing shuttle operation to a position where it can operate based on the timetable. [Effects of the Invention]

[0007] The operation management system disclosed herein has the advantage of being able to accurately determine how to respond when a disruption occurs in train operations, and when shuttle operation is performed in response to a disruption in train operations, it is possible to control train operations using shuttle operation without receiving instructions from a dispatcher. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing a configuration example of a traffic management system according to a first embodiment; [Figure 2] FIG. 1 is a diagram showing state transitions of train operation control in the traffic control system according to the first embodiment. [Figure 3] FIG. 10 is a diagram showing an example of a shuttle operation section and a running section when train operation is controlled by shuttle operation assumed in the traffic control system according to the first embodiment. [Figure 4]Flowchart showing the operation of the traffic management system according to the first embodiment [Figure 5] 1 is a flowchart showing details of shuttle operation control performed by the operation management system according to the first embodiment. [Figure 6] FIG. 1 is a diagram showing an example of the configuration of a processing circuit in a traffic control system according to a first embodiment when the processing circuit is realized by a processor and a memory; [Figure 7] FIG. 1 is a diagram showing an example of the configuration of a processing circuit in a case where the processing circuit of the traffic control system according to the first embodiment is realized by dedicated hardware; [Figure 8] FIG. 10 is a diagram showing an example of a shuttle operation section and a running section when train operation is controlled by shuttle operation assumed in the traffic control system according to the second embodiment. [Figure 9] 10 is a flowchart showing details of shuttle operation control performed by the traffic management system according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a traffic management system, a diagram-based traffic control device, a shuttle operation control device, and a traffic management method according to embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0010] Embodiment 1 FIG. 1 is a diagram showing an example of the configuration of a traffic control system 1 according to a first embodiment. The traffic control system 1 is a system that manages the operation of trains (not shown). The traffic control system 1 is used in a system that controls train operation by performing wireless communication between trains and wayside equipment. An example of a system that controls train operation by performing wireless communication between trains and wayside equipment is Communications-Based Train Control (CBTC), but this is not limited to this. Note that the train may be configured with multiple cars, or may be a single car consisting of one car.

[0011] The traffic management system 1 includes a schedule-based traffic control device 2 and a shuttle operation control device 3. The schedule-based traffic control device 2 includes a schedule-based traffic control unit 11, a traffic disruption detection unit 12, a response method determination unit 13, and a traffic rescheduling instruction unit 14. The shuttle operation control device 3 includes a shuttle operation instruction unit 15, a shuttle operation start unit 16, a shuttle operation control unit 17, a shuttle operation evaluation unit 18, and a shuttle operation end unit 19. Each component of the traffic management system 1 shown in FIG. 1 is assumed to be equipment installed on the ground, but is not limited to this. For example, the shuttle operation control unit 17 and the like may be installed on a train whose shuttle operation is controlled by the traffic management system 1.

[0012] The diagram-based operation control unit 11 controls diagram-based operation that operates trains based on a diagram that indicates the arrival and departure times of trains at stations. Furthermore, when the diagram-based operation control unit 11 is instructed by the diagram rescheduling instruction unit 14 to change the diagram in order to resolve a train operation disruption by rescheduling, the diagram-based operation control unit 11 controls diagram-based operation that operates trains based on the diagram changed by the diagram rescheduling instruction unit 14. The diagram-based operation control unit 11 acquires information on the arrival and departure times at stations from the trains, and outputs information on the actual arrival and departure times of trains at stations obtained by controlling the diagram-based operation to the operation disruption detection unit 12.

[0013] The service disruption detection unit 12 detects a train service disruption based on the error between the station arrival and departure times indicated in the timetable, which shows the train arrival and departure times at stations, and the actual train arrival and departure times at stations. Train service disruptions can be caused by a variety of factors, including a train accident, a train breakdown, or a temporary increase in the number of people in a specific section due to an event being held along the railway line. The service disruption detection unit 12 acquires information on the actual station arrival and departure times of trains from the timetable-based service control unit 11. The service disruption detection unit 12 also stores the timetable information. For example, the service disruption detection unit 12 compares the error with a specified threshold value for detecting a train service disruption. If the error is less than the threshold value, the service disruption detection unit 12 determines that there is no disruption in train service, and if the error is equal to or greater than the threshold value, the service disruption detection unit 12 determines that there is a train service disruption.

[0014] The service disruption detection unit 12 may detect a train service disruption using, in addition to an error in station arrival and departure times, an error between the time required for trains to travel between stations indicated in the timetable and the actual time required for trains to travel between stations. When the service disruption detection unit 12 determines that train service is disrupted, that is, when it detects a train service disruption, it notifies the response method determination unit 13 that it has detected a train service disruption. At this time, the service disruption detection unit 12 also notifies the response method determination unit 13 of information about the error. When the service disruption detection unit 12 determines that train service is not disrupted, that is, when it has not detected a train service disruption, it may not notify the response method determination unit 13 of anything, or it may notify the response method determination unit 13 that a train service disruption has not been detected.

[0015] When the traffic disruption detection unit 12 detects a train traffic disruption, the response method determination unit 13 determines whether to resolve the train traffic disruption by rescheduling the train schedule or by running trains in shuttle mode, which operates trains in designated single-track sections. The response method determination unit 13 acquires information from the traffic disruption detection unit 12 regarding the discrepancy between the station arrival and departure times indicated in the schedule, which indicates the train's arrival and departure times at stations, and the actual train arrival and departure times at stations. The response method determination unit 13 also acquires information such as the train congestion rate between stations while the train is stopped and running, the number of passengers passing through ticket gates, the location and details of the malfunctioning train, the location and details of the malfunctioning train involved in the accident, and information on sections where trains cannot run due to fire, flooding, etc. If the traffic management system 1 has acquired information used to determine whether to reschedule or run shuttle mode, the response method determination unit 13 acquires the information by reading it from a storage unit (not shown) in which the information is stored. If the operation management system 1 does not obtain the information to be used to determine whether to reschedule or operate shuttle service, the response method determination unit 13 obtains the information from an external device (not shown) that stores the information.

[0016] The response method determination unit 13 determines whether to resolve the train service disruption by rescheduling or by shuttle operation using at least one of the following information, along with the error: the congestion rate of trains between stations while the train is stopped and while the train is running; the number of passengers passing through ticket gates; the location and details of the malfunctioning train; the location and details of the accident train; and sections where trains cannot run. The response method determination unit 13 may, for example, retain a table that predefines what combinations of acquired information determine whether to resolve the disruption by rescheduling and what combinations determine whether to resolve the disruption by shuttle operation, and may search the table based on the acquired information to determine whether to resolve the disruption by rescheduling or by shuttle operation. Furthermore, when a line on which trains operate is divided into several sections due to a natural disaster or the like, the response method determination unit 13 may determine to implement shuttle operation for each divided section. When the response method determination unit 13 determines that the train service disruption will be resolved by train rescheduling, it notifies the train rescheduling instruction unit 14 that the train service disruption will be resolved by train rescheduling, and when it determines that the train service disruption will be resolved by shuttle operation, it notifies the shuttle operation instruction unit 15 that the train service disruption will be resolved by shuttle operation. Note that the response method determination unit 13 may output information such as the above-mentioned error used in the determination to the train rescheduling instruction unit 14 or the shuttle operation instruction unit 15 together with the notification of the determination result.

[0017] When the train operation disruption is resolved by rescheduling, the operation rescheduling instruction unit 14 changes the timetable and instructs the timetable-based operation control unit 11 on information on train arrival and departure times at stations based on the changed timetable. For example, when the response method determination unit 13 notifies the operation rescheduling unit 11 that the train operation disruption will be resolved by rescheduling, the operation rescheduling instruction unit 14 acquires from the response method determination unit 13 the information used when it was determined that the train operation disruption would be resolved by rescheduling, and changes the timetable using the acquired information. Examples of the content of the operation rescheduling include, but are not limited to, increasing the frequency of trains, extending the time that trains stop at stations, and changing the destination of trains.

[0018] When shuttle operation is used to resolve a train service disruption, shuttle operation instruction unit 15 determines one or more shuttle operation sections for the shuttle operation section that is the target of shuttle operation and assigns trains to the sections. For example, when shuttle operation instruction unit 15 is notified by response method determination unit 13 that a train service disruption will be resolved by shuttle operation, shuttle operation instruction unit 15 acquires from response method determination unit 13 information used when determining that the train service disruption will be resolved by shuttle operation. Using the acquired information, shuttle operation instruction unit 15 determines a shuttle operation section based on the shuttle operation section, which is a section where shuttle operation is possible as expected, and the train operation pattern in the shuttle operation section, and assigns trains to the determined section. A shuttle operation section is a single-track section that is subject to control and whose range is defined by the boundary stations at both ends, where trains operate in a turnaround mode. The operation pattern indicates whether a single section is set for the shuttle operation section, whether multiple sections are set by setting separate sections for each station, or whether some sections overlap. Specifically, the shuttle operation instruction unit 15 sets one or more running sections for the shuttle operation section, taking into consideration the number of stations included in the shuttle operation section, the length of the shuttle operation section, passenger demand in the current time period, etc.

[0019] The pre-determined shuttle operation section and the train operation pattern for the shuttle operation section are calculated or defined, for example, by a dispatcher at a control center that manages train operations. The pre-determined shuttle operation section and the train operation pattern for the pre-determined shuttle operation section may be calculated or defined separately, or may be calculated or defined as a combination of possible operation patterns for the pre-determined shuttle operation section. For example, if a major transfer station is located several stations away from the nearest station to a venue where a large-scale event can be held, the shuttle operation section and the train operation pattern for the shuttle operation section are calculated or defined in advance so that shuttle operation is performed between the nearest station to the venue and the major transfer station depending on the scale of the event. The shuttle operation instruction unit 15 may set one running section for the shuttle operation section so that one train performs shuttle operation throughout the entire shuttle operation section, or may set multiple running sections so that multiple trains each perform shuttle operation on their assigned running sections. The shuttle operation instruction unit 15 outputs information about the running sections for which shuttle operation has been determined and the trains assigned to each running section to the shuttle operation start unit 16.

[0020] Based on information acquired from the shuttle operation instruction unit 15, the shuttle operation initiation unit 16 moves the assigned train to the running section determined by the shuttle operation instruction unit 15. As described above, when the shuttle operation instruction unit 15 sets multiple running sections for the shuttle operation section that is the target of shuttle operation, if there is no train assigned to each running section, the shuttle operation control unit 17 (described later) cannot control the shuttle operation. Therefore, the shuttle operation initiation unit 16 controls each train assigned to each running section, such as moving them, thereby enabling the shuttle operation control unit 17 to control the shuttle operation. When moving each train assigned to a running section, the shuttle operation initiation unit 16 can move each train assigned to the running section by running each train to a station at a specified boundary of the running section, for example, a station on the upbound side or a station on the downbound side, but this is not limitative.

[0021] The shuttle operation control unit 17 secures a route for the train to travel in the travel section determined by the shuttle operation instruction unit 15, and runs the train along the secured route. For trains for which a route can be secured in the assigned travel section, the shuttle operation control unit 17 runs the train within the secured route. Furthermore, when the train arrives at a station, the shuttle operation control unit 17 determines whether or not to turn around and run the train based on the travel section assigned to the train. The shuttle operation control unit 17 notifies the shuttle operation evaluation unit 18 of information on the current train operation status. Information on the current train operation status includes, but is not limited to, information such as the current train position, the train's arrival and departure times at stations, the train's travel time between stations, and the train's travel direction.

[0022] In this embodiment, each train assigned to each running section of the shuttle operation section automatically secures a route within the running section and travels without receiving instructions from a dispatcher at the control center or the like. Each train grasps the locations of other trains within the shuttle operation section. For example, if no other trains are stopping at the next station, it requests the shuttle operation control unit 17 for a route to the next station. However, if other trains are stopping at the next station, it does not request a route from the shuttle operation control unit 17. In this way, each train shares routes and stations within the shuttle operation section between trains by grasping the locations of other trains and suppressing departures at stations. The shuttle operation control unit 17 secures a route in response to a request from a train and notifies the requesting train of the secured route. Because trains travel within the running section within the secured route, the shuttle operation control unit 17 can also control the running of each train by securing a route for each train. Note that in order for each train to request a route, each train must obtain information about its assigned running section. Therefore, shuttle operation instruction unit 15, shuttle operation start unit 16, or shuttle operation control unit 17 instructs the train on the running section.

[0023] The shuttle operation control unit 17 performs control when a train secures a route, when a train travels along a route, and when a train determines whether to turn back when arriving at a station. Therefore, the shuttle operation control unit 17 may be installed in wayside equipment and control all trains traveling along each section of the shuttle operation section, or it may be installed in each train and control only the train itself. Regarding how a train determines the location of other trains, each train may transmit its own location information to wayside equipment and obtain the location information of other trains from the wayside equipment, or each train may directly transmit and receive location information to and from other trains via wireless communication or the like. In this case, the wayside equipment that transmits and receives the location information of each train may be the traffic control system 1 or another system. The method for securing the route of each train may be the same as the route securing method using CBTC described above. In this way, when the traffic control system 1 controls shuttle operation, trains traveling along each section of the shuttle operation section autonomously secure a route and travel. This eliminates the need for the traffic control system 1 to create a shuttle operation timetable. Furthermore, the traffic control system 1 also eliminates the need for a dispatcher at the control center to create a shuttle operation timetable.

[0024] Shuttle operation evaluation unit 18 determines whether shuttle operation can be continued. Shuttle operation evaluation unit 18 determines whether shuttle operation can be continued, for example, based on information used by response method determination unit 13 and information acquired from shuttle operation control unit 17. Shuttle operation evaluation unit 18 may acquire the information used by response method determination unit 13 from response method determination unit 13 via shuttle operation instruction unit 15, shuttle operation start unit 16, and shuttle operation control unit 17, or may acquire the information directly from response method determination unit 13, although this is not shown in FIG. 1 . When shuttle operation evaluation unit 18 determines that it is possible to return to schedule-based operation or that returning to schedule-based operation would improve train operation efficiency, it determines to end shuttle operation and return to schedule-based operation.

[0025] If the shuttle operation evaluation unit 18 determines to continue shuttle operation, it notifies the shuttle operation control unit 17 that shuttle operation will be continued. If the shuttle operation evaluation unit 18 determines to end shuttle operation and return to schedule-based operation, it notifies the shuttle operation control unit 17 and the shuttle operation termination unit 19 that shuttle operation will be terminated and return to schedule-based operation. If the shuttle operation evaluation unit 18 determines that shuttle operation will continue for the time being but that shuttle operation will soon be terminated, it may notify the shuttle operation control unit 17 to that effect. This allows the shuttle operation control unit 17 to take measures such as allowing the train to be controlled to continue running in the original running direction on the track being used, while refraining from running in the opposite running direction to the original running direction on the track being used. Note that the shuttle operation evaluation unit 18 may terminate shuttle operation in the entire shuttle operation section simultaneously, or may terminate it partially. For example, in the case of a shuttle operation section that includes three stations in total, including stations at both ends of the boundary of the shuttle operation section and a station near the center of the shuttle operation section, the shuttle operation evaluation unit 18 may terminate shuttle operation between one station on the boundary of the shuttle operation section and the station near the center of the shuttle operation section, and continue shuttle operation between the other station on the boundary of the shuttle operation section and the station near the center of the shuttle operation section.

[0026] When shuttle operation evaluation unit 18 determines that shuttle operation should be terminated, shuttle operation termination unit 19 moves the train that was performing shuttle operation to a position where it can operate based on the timetable. The operation details of shuttle operation termination unit 19 are the opposite of the operation details of shuttle operation start unit 16. When shuttle operation termination unit 19 has completed the movement of the train that was performing shuttle operation to a position where it can operate based on the timetable, it notifies diagram-based operation control unit 11 that it can operate based on the timetable, i.e., that diagram-based operation is possible. Even when shuttle operation evaluation unit 18 determines that shuttle operation should be terminated and the train should return to diagram-based operation, the traffic management system 1 does not immediately transition to diagram-based operation, but rather controls the transition to diagram-based operation in stages, such that shuttle operation termination unit 19 moves the position of the train within the shuttle operation section before transitioning to diagram-based operation.

[0027] In this way, the traffic control system 1 controls train operation using either a schedule-based operation in which trains are operated based on a schedule, or shuttle operation in which trains are operated in a specified single-track section. FIG. 2 is a diagram showing state transitions for train operation control in the traffic control system 1 according to the first embodiment. When a train is in a state where it can operate based on the station arrival and departure times indicated in the schedule, the traffic control system 1 continues to control train operation using schedule-based operation. If a delay occurs during schedule-based operation due to a train accident, train breakdown, or the like, and the delay cannot be resolved even by traffic rescheduling, the traffic control system 1 transitions to shuttle operation as shown in (1) of FIG. 2 and controls train operation using shuttle operation. If the traffic control system 1 determines during shuttle operation that it is possible to return to schedule-based operation or that returning to schedule-based operation would improve train operation efficiency, it transitions to schedule-based operation as shown in (2) of FIG. 2 and controls train operation using schedule-based operation.

[0028] Next, the shuttle operation section and running section assumed in the first embodiment will be described. FIG. 3 is a diagram showing an example of a shuttle operation section and running section when train operation is controlled by shuttle operation assumed in the traffic control system 1 according to the first embodiment. FIGS. 3(a) to 3(c) show a section from Station A to Station D including Stations B and C, which is originally a double-track section, but where the track shown in the lower part is unusable due to a train accident or the like, and train operation is performed using only the track shown in the upper part. Also, FIGS. 3(a) to 3(c) show an example in which the shuttle operation section system is closed. Each of FIGS. 3(a) to 3(c) corresponds to the operation pattern described above. Note that the shuttle operation section and running section shown in FIGS. 3(a) to 3(c) are examples and are not limited to these. When the shuttle operation section system is closed, the shuttle operation instruction unit 15 can also select shuttle operation sections and running sections other than the shuttle operation sections and running sections shown in FIGS. 3(a) to 3(c) as the target of shuttle operation.

[0029] Figure 3(a) shows an example in which one running section is set for a shuttle operation section. In Figure 3(a), train X travels from station A, stopping at stations B and C before arriving at station D, then turns around and travels from station D, stopping at stations C and B before arriving at station A, repeating this shuttle operation. In the example of Figure 3(a), if no trains outside the shuttle operation section stop at station A or station D, which are the boundaries of the shuttle operation section, train X can travel in the shuttle operation section, i.e., the running section of train X, without considering the positions of other trains.

[0030] FIG. 3(b) shows an example in which three running sections are set for a shuttle operation section. In FIG. 3(b), train X performs shuttle operation between stations A and B, train Y performs shuttle operation between stations B and C, and train Z performs shuttle operation between stations C and D. In the example of FIG. 3(b), unlike the case of FIG. 3(a), train X, which is stopped at station A, cannot stop at station B when train Y is stopped at station B. In other words, train X cannot secure a route to station B while train Y is stopped at station B. Therefore, train X travels to station B only after train Y departs station B, waits for station B to become available, and secures a route to station B. Note that train X may also be configured to secure a route to just before station B and stop there, even when train Y is stopped at station B, and then depart station B, wait for station B to become available, secure a route to station B, and then travel to station B. When train Y runs from station B to station C, the relationship between train Y and train Z is the same as the relationship between train X and train Y described above. Also, when train Z runs from station D to station C, the relationship between train Z and train Y is the same as the relationship between train X and train Y described above. The example of Figure 3(b) allows for a higher train density in the shuttle operation section compared to the example of Figure 3(a), and therefore can improve operational efficiency, i.e., passenger transportation efficiency, compared to the example of Figure 3(a).

[0031] Figure 3(c) shows an example in which two running sections are set for a shuttle operation section. In Figure 3(c), train X performs shuttle operation between stations A and C, and train Y performs shuttle operation between stations B and D. That is, the section between stations B and C overlaps between the running section of train X and the running section of train Y. In this case, the relationship between train X and train Y is the same as in Figure 3(b), but in Figure 3(c), the direction of travel of each train is also relevant. For example, if train X is stopped at station A and train Y is traveling between stations B and C, if train Y is traveling toward station B, train Y will stop at station B, so train X will wait to depart without securing a route to station B. On the other hand, if train X is stopped at station A and train Y is traveling between stations B and C, if train Y is traveling toward station C, train Y will stop at station C, so train X can depart with a route to station B secured. The example of Figure 3(c) allows for a higher train density in the shuttle operation section compared to the example of Figure 3(a), and therefore can improve operational efficiency, i.e., passenger transportation efficiency, more than the example of Figure 3(a), although not as much as the example of Figure 3(b).

[0032] In this way, trains under traffic control by the traffic control system 1 can secure a route to the desired station and shuttle within the assigned running section by grasping the positions of other trains within the shuttle operation section. As shown in FIG. 3(b), in the traffic control system 1, the maximum total number of trains that can be assigned to each running section for a shuttle operation section is the number of stations included in the shuttle operation section minus 1, or in this case, 4 - 1 = 3. Note that the example in FIG. 3 describes a case where one track in a double-track section cannot be used and only the other track can be used, but this is not limited to this. The traffic control system 1 can also perform similar control using only one track in a quadruple-track section.

[0033] FIG. 4 is a flowchart showing the operation of the traffic control system 1 according to the first embodiment. In the traffic control system 1, the schedule-based traffic control unit 11 controls train traffic according to a normal schedule-based traffic based on a timetable indicating train arrival and departure times at stations (step S101). The traffic disruption detection unit 12 determines whether a train traffic disruption has occurred based on the difference between the station arrival and departure times indicated in the timetable indicating train arrival and departure times at stations and the actual train arrival and departure times at stations (step S102). If no train traffic disruption has occurred (step S102: No), the traffic control system 1 returns to step S101 and controls train traffic according to the normal schedule-based traffic by the schedule-based traffic control unit 11. If a train traffic disruption has occurred (step S102: Yes), the traffic disruption detection unit 12 notifies the response method determination unit 13 that a train traffic disruption has occurred.

[0034] If the response method determination unit 13 determines that a train rescheduling should be performed (step S103: Yes), it instructs the train rescheduling instruction unit 14 to perform the rescheduling. The train rescheduling instruction unit 14 changes the timetable and performs the rescheduling by instructing the timetable-based operation control unit 11 about train arrival and departure times at stations based on the changed timetable (step S104). While performing the rescheduling, the traffic management system 1 repeats the operations of step S101, step S102: Yes, step S103: Yes, and step S104 as described above. If the traffic disruption detection unit 12 determines that no disruption has occurred in train operations (step S102: No), or if the response method determination unit 13 determines that shuttle operation should be performed (step S103: No), the traffic management system 1 ends the traffic rescheduling.

[0035] When the response method determination unit 13 determines that shuttle operation is the appropriate response (step S103: No), it instructs the shuttle operation instruction unit 15 to perform shuttle operation. The shuttle operation instruction unit 15 determines a travel section for shuttle operation and assigns trains to travel on the travel section (step S105). The shuttle operation start unit 16 runs each train to a station at a specified boundary of the travel section, thereby making it possible to start shuttle operation (step S106). The shuttle operation control unit 17 controls the shuttle operation of the target train (step S107). When the shuttle operation evaluation unit 18 determines that shuttle operation should be continued (step S108: Yes), it notifies the shuttle operation control unit 17 that shuttle operation should be continued, thereby causing the shuttle operation control unit 17 to continue shuttle operation of the train (step S107). When the shuttle operation evaluation unit 18 determines that shuttle operation should be ended (step S108: No), it notifies the shuttle operation end unit 19 of the end of shuttle operation. The shuttle operation ending unit 19 runs each train to a station specified in the timetable, and makes it possible to resume timetable-based operation (step S109).

[0036] In addition, the traffic control system 1 can switch from traffic rescheduling to shuttle operation, and can also switch from shuttle operation to traffic rescheduling, in a situation where train service disruptions continue.

[0037] Next, the control of shuttle operation performed by the traffic control system 1 will be described in detail. Fig. 5 is a flowchart showing the details of the control of shuttle operation performed by the traffic control system 1 according to the first embodiment. The shuttle operation instruction unit 15 determines the travel section of the shuttle operation and assigns trains to travel on the travel section (step S201). The shuttle operation start unit 16 causes each train to travel to a station at a specified boundary of the travel section (step S202).

[0038] When shuttle operation is enabled by the control of shuttle operation starting unit 16, shuttle operation control unit 17 secures a route for each train to travel along the travel section in response to a request from each train (step S203). The route may be a section within the travel section from the station where a train is stopped to the adjacent station in the travel direction, a section from the station where a train is stopped to just before the adjacent station in the travel direction, or a section from a position just before the station where a train is stopped to the adjacent station in the travel direction. For trains for which a route has been secured, shuttle operation control unit 17 causes the trains to travel along the route (step S204). Note that shuttle operation control unit 17 does not cause trains for which a route has not been secured to travel.

[0039] When a train arrives at a station (step S205), the shuttle operation control unit 17 determines whether the train should turn back (step S206). For example, when train X shown in FIG. 3(b) arrives at station B, it turns back and changes its running direction toward station A because station B is at the boundary of the assigned running section. On the other hand, when train X shown in FIG. 3(c) arrives at station B, it can proceed to station C, which is at the boundary of the assigned running section, without turning back if the position of train Y is not an issue. In this way, even when trains arrive at the same station, the train may or may not turn back depending on the assigned running section. Therefore, the shuttle operation control unit 17 determines whether the train should turn back every time the train arrives at a station. The shuttle operation control unit 17 repeatedly performs the operations from step S203 to step S206 while the shuttle operation evaluation unit 18 determines that shuttle operation should continue.

[0040] Next, the hardware configuration of the traffic control system 1 according to the first embodiment will be described. In the traffic control system 1, the schedule-based traffic control unit 11, traffic disorder detection unit 12, response method determination unit 13, traffic rescheduling instruction unit 14, shuttle driving instruction unit 15, shuttle driving start unit 16, shuttle driving control unit 17, shuttle driving evaluation unit 18, and shuttle driving end unit 19 are realized by processing circuits. The processing circuit may be a memory that stores a program and a processor that executes the program stored in the memory, or may be dedicated hardware. The processing circuit is also called a control circuit.

[0041] FIG. 6 is a diagram illustrating an example of the configuration of a processing circuit 90 in the traffic control system 1 according to the first embodiment, when the processing circuit is realized by a processor 91 and a memory 92. The processing circuit 90 illustrated in FIG. 6 is a control circuit and includes a processor 91 and a memory 92. When the processing circuit 90 is configured with the processor 91 and the memory 92, each function of the processing circuit 90 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. The processing circuit 90 realizes each function by having the processor 91 read and execute the program stored in the memory 92. That is, the processing circuit 90 includes the memory 92 for storing a program that results in the processing of the traffic control system 1 being executed. This program can also be said to be a program that causes the traffic control system 1 to execute each function realized by the processing circuit 90. This program may be provided by a storage medium on which the program is stored, or by other means such as a communication medium.

[0042] The program includes a train operation disruption detection step in which a train operation disruption detection unit 12 detects a train operation disruption based on a difference between a station arrival / departure time indicated in a timetable indicating the station arrival / departure times of trains and the actual station arrival / departure times of trains; a response method determination step in which a response method determination unit 13, when a train operation disruption is detected by the train operation disruption detection unit 12, determines whether to resolve the train operation disruption by rescheduling the train operation by changing the timetable or by shuttle operation in which trains are turned around in a specified single-track section; and a shuttle operation instruction step in which, when the train operation disruption is resolved by shuttle operation, a shuttle operation instruction unit 15 determines one or more running sections for shuttle operation for a shuttle operation section in which shuttle operation is possible, and instructs the train to run on the running section. It can also be said that this is a program that causes the traffic management system 1 to execute the following: a shuttle operation instruction step in which a shuttle operation initiation unit 16 assigns a train to be shuttled; a shuttle operation initiation step in which a shuttle operation initiation unit 16 moves the assigned train to the running section; a shuttle operation control step in which a shuttle operation control unit 17 secures a route for the train to run on in the running section and causes the train to run on the secured route; a shuttle operation evaluation step in which a shuttle operation evaluation unit 18 determines whether or not shuttle operation can be continued; and a shuttle operation termination step in which a shuttle operation termination unit 19 moves the train that was performing shuttle operation to a position where it can run based on the timetable if the shuttle operation evaluation unit 18 determines that shuttle operation should be terminated.

[0043] Here, the processor 91 is, for example, a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor), etc. Furthermore, the memory 92 is, for example, a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), or an EEPROM (registered trademark) (Electrically EPROM), a magnetic disk, a flexible disk, an optical disk, a compact disk, a minidisk, or a DVD (Digital Versatile Disc).

[0044] FIG. 7 is a diagram illustrating an example of the configuration of the processing circuit 93 in the traffic control system 1 according to the first embodiment, when the processing circuit is realized by dedicated hardware. The processing circuit 93 illustrated in FIG. 7 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. The processing circuit 93 may be partially realized by dedicated hardware and partially realized by software or firmware. In this way, the processing circuit 93 can realize each of the above-described functions by dedicated hardware, software, firmware, or a combination thereof.

[0045] As described above, according to this embodiment, when the traffic control system 1 detects a disruption in train operations, it determines whether to resolve the disruption by applying traffic rescheduling or by applying shuttle operation. When applying traffic rescheduling, the traffic control system 1 changes the timetable to resolve the disruption in train operations. When applying shuttle operation, the traffic control system 1 sets one or more running sections for the shuttle operation section to which shuttle operation is applied, assigns trains to each running section, and each assigned train performs shuttle operation in the target running section. At this time, each train grasps the position of other trains and secures a route before operating.

[0046] As a result, when the traffic control system 1 detects a disruption in train operations, such as when a section of the track becomes unavailable due to a train accident or when the number of passengers in a specific section temporarily increases due to an event being held along the railway line, it automatically determines the optimal method, such as whether to apply a train rescheduling or shuttle operation. By operating trains using the applied method, the traffic control system 1 can maintain passenger transport capacity using usable sections of the track or temporarily increase transport capacity in specific sections. The traffic control system 1 accurately determines how to respond when a disruption in train operations occurs, and when shuttle operation is used to respond to a disruption in train operations, it can control train operations using shuttle operation without receiving instructions from a dispatcher.

[0047] As mentioned above, the traffic control system 1 is intended to automatically determine whether to apply traffic rescheduling or shuttle operation in response to unexpected factors such as train accidents, events, etc., but its uses are not limited to this. For example, even when it is known in advance that trains will not be able to run according to the schedule due to planned construction, the traffic control system 1 can maintain train operations by performing the above-mentioned control.

[0048] Embodiment 2 In the first embodiment, a case has been described in which the system of shuttle operation sections set in the traffic control system 1 is closed. In the second embodiment, a case has been described in which the system of shuttle operation sections set in the traffic control system 1 is open.

[0049] In the second embodiment, the configuration of the traffic control system 1 is the same as the configuration of the traffic control system 1 in the first embodiment shown in FIG.

[0050] Next, the shuttle operation section and running section assumed in the second embodiment will be described. FIG. 8 is a diagram showing an example of a shuttle operation section and running section when train operation is controlled by shuttle operation assumed in the traffic control system 1 according to the second embodiment. FIGS. 8(a) to 8(d) show a section from Station A to Station D including Stations B and C, which is originally a double-track section, but the track shown in the lower part is unusable due to a train accident or the like, and train operation is performed using only the track shown in the upper part. Also, FIGS. 8(a) to 8(d) show an example in which the system of the shuttle operation section is open. Each of FIGS. 8(a) to 8(d) corresponds to the operation pattern described above. Note that the shuttle operation section and running section shown in FIGS. 8(a) to 8(d) are examples and are not limited to these. When the system of the shuttle operation section is open, the shuttle operation instruction unit 15 can also select a shuttle operation section and running section other than the shuttle operation section and running section shown in FIGS. 8(a) to 8(d) as the target of shuttle operation.

[0051] FIG. 8(a) shows an example in which one boundary of a shuttle operation section is open, as an example of an open shuttle operation section. In FIG. 8(a), when train X arrives at station A, it is determined by shuttle operation instruction unit 15 not to enter the shuttle operation section, but to turn around and travel back to the left side of FIG. 8(a). In FIG. 8(a), when train Y arrives at station D from the right side of FIG. 8(a), it is determined by shuttle operation instruction unit 15 to enter the shuttle operation section, and from station D, it stops at stations C and B before arriving at station A. When train Y arrives at station A, it is determined by shuttle operation control unit 17 to turn around without leaving the shuttle operation section, and from station A, it stops at stations B and C before arriving at station D. When train Y arrives at station D, it is determined by shuttle operation control unit 17 to leave the shuttle operation section. Since train X and train Y can both stop at station A, they compete to secure a route to station A, but the relationship between train X and train Y at this time is the same as the relationship between train X and train Y or the relationship between train Y and train Z shown in Figure 3(b) of the first embodiment.

[0052] In the example of FIG. 8(a), if a following train (not shown) is running behind train Y from the right side of FIG. 8(a) in the direction of station D, shuttle operation control unit 17 may control train Y to run to station A and turn around at station A, and the following train may enter the shuttle operation section but turn around at station B or station C. This allows shuttle operation control unit 17 to increase the density of trains in the shuttle operation section compared to when only one train Y runs back and forth through the shuttle operation section, thereby improving operation efficiency, i.e., passenger transportation efficiency. Furthermore, if there are already other trains in the shuttle operation section besides train Y, shuttle operation control unit 17 may control a train that arrives at station D from the right side of FIG. 8(a) after train Y not to enter the shuttle operation section.

[0053] FIG. 8(b) shows an example in which both boundaries of the shuttle operation section are open, as an example of an open shuttle operation section. The difference from FIG. 8(a) is that the station that trains X and Y compete with when securing a route has changed from station A to station B. In the example of FIG. 8(b), train X, like train Y in the case of FIG. 8(a), arrives at station A from the left side of FIG. 8(b), enters the shuttle operation section based on the determination of the shuttle operation command unit 15, and arrives at station B from station A. When train X arrives at station B, it turns around and arrives at station A from station B. When train X arrives at station A, it leaves the shuttle operation section based on the determination of the shuttle operation control unit 17. The behavior of train Y at station B in FIG. 8(b) is similar to the behavior of train X at station B in FIG. 8(b) described above, although the running direction is different. Note that in the example of FIG. 8(b), train X may be allowed to run to station C in the shuttle operation section. In this case, the relationship between train X and train Y at stations B and C in the shuttle operation section is the same as the relationship between train X and train Y at stations B and C in the shuttle operation section shown in Figure 3(c). The example of Figure 8(b) allows for a higher train density in the shuttle operation section compared to the example of Figure 8(a), thereby improving operational efficiency, i.e., passenger transportation efficiency, compared to the example of Figure 8(a). Note that, although a detailed explanation will be omitted, in the example of Figure 8(b), it is also possible to make the running sections of train X and train Y partially overlap as in the example of Figure 3(c).

[0054] Figure 8(c) shows an example in which both boundaries of the shuttle operation section are open, as an example of an open shuttle operation section. In Figure 8(c), the operation of train X at station A is the same as the operation of train X at station A in Figure 8(b) described above. Also, in Figure 8(c), the operation of train Z at station D is the same as the operation of train Y at station D in Figures 8(a) and 8(b) described above. Also, in Figure 8(c), the operation of trains X and Y at station B is the same as the operation of trains X and Y at station B in Figure 3(b) described above. Also, in Figure 8(c), the operation of trains Y and Z at station C is the same as the operation of trains Y and Z at station C in Figure 3(b) described above. The example in Figure 8(c) allows for a higher train density in the shuttle operation section compared to the example in Figure 8(b), thereby improving operational efficiency, i.e., passenger transport efficiency, compared to the example in Figure 8(b).

[0055] Figure 8(d) shows an example in which one boundary of the shuttle operation section is open, as an example of an open shuttle operation section. In Figure 8(d), the operation of train Z is the same as that of train Z in the previously described Figure 8(c). In Figure 8(d), the operation of train Y at station C is the same as that of train Y at station C in the previously described Figure 8(c). Also, in Figure 8(d), the operation of train Y at stations A and B is the same as that of train Y at stations A and B in the previously described Figure 8(a). In the example of Figure 8(d), the same operational efficiency, i.e., passenger transport efficiency, as in Figure 8(b) can be expected within the shuttle operation section. Although detailed explanations are omitted, in the example of Figure 8(d), it is also possible to overlap part of the running section of train Y and the running section of train Z, as in the example of Figure 3(c).

[0056] In the second embodiment, the overall operation of the traffic control system 1 is the same as the overall operation of the traffic control system 1 shown in the flowchart of FIG. 4 in the first embodiment. Next, the control of shuttle operation performed by the traffic control system 1 will be described in detail. FIG. 9 is a flowchart showing the details of the control of shuttle operation performed by the traffic control system 1 according to the second embodiment. The shuttle operation instruction unit 15 determines whether or not to cause a train stopped at a station at the boundary of a shuttle operation section to run in the shuttle operation section (step S301). For example, in the case of train X stopped at station A in FIG. 8(a), the shuttle operation instruction unit 15 determines not to cause the train to run in the shuttle operation section (step S301: No). As a result, train X does not enter the shuttle operation section. For example, in FIG. 8(a), the shuttle operation instruction unit 15 determines to cause train Y running from the right side of FIG. 8(a) and stopping at station D to run in the shuttle operation section (step S301: Yes). As a result, train Y enters the shuttle operation section. The subsequent operations from step S201 to step S205 are the same as the operations from step S201 to step S205 in the flowchart of the first embodiment shown in FIG.

[0057] When a train arrives at a station (step S205), if the station is not a boundary station of the shuttle operation section (step S302: No), the shuttle operation control unit 17 determines whether to turn the train back (step S206). The operation of step S206 is the same as the operation of step S206 in the flowchart of the first embodiment shown in FIG. 5. When a train arrives at a station (step S205), if the station is a boundary station of the shuttle operation section (step S302: Yes), the shuttle operation control unit 17 determines whether to leave the shuttle operation section and run the train. For example, in the case of train Y arriving at station A from station B in FIG. 8(a), the shuttle operation control unit 17 determines that the train will not leave the shuttle operation section (step S303: No). As a result, train Y does not leave the shuttle operation section, so the shuttle operation control unit 17 determines whether to turn the train back (step S206). 8(a) (step S303: Yes), the shuttle operation control unit 17 determines that train Y that arrives at station D from station C will leave the shuttle operation section. As a result, train Y leaves the shuttle operation section.

[0058] In addition, in the turnaround judgment (step S206), the shuttle operation control unit 17 can also control the train to turn around before the boundary of the originally set running section for reasons such as avoiding deadlock.

[0059] In this way, when it is possible for trains to enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, which is a section where shuttle operation is possible, the shuttle operation instruction unit 15 determines whether or not to allow a train that is at a station at the boundary where trains can enter the shuttle operation section to enter the shuttle operation section. Also, when it is possible for trains to exit from the shuttle operation section to outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, which is a section where shuttle operation is possible, the shuttle operation control unit 17 determines whether or not to allow a train that is at the boundary where trains can exit to outside the shuttle operation section to exit to outside the shuttle operation section.

[0060] As described above, according to this embodiment, the operation management system 1 can achieve the same effect by performing the same control as in embodiment 1, even when trains are able to enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section.

[0061] The configurations shown in the above embodiments are merely examples, and may be combined with other known technologies, or different embodiments may be combined with each other. It is also possible to omit or modify parts of the configurations as long as they do not deviate from the gist of the invention. Various aspects of the present disclosure are summarized below as appendices. (Appendix 1) a train operation disruption detection unit that detects a disruption in the train operation based on an error between a station arrival / departure time indicated in a timetable that indicates the station arrival / departure time of the train and an actual station arrival / departure time of the train; a response method determination unit that, when the train operation disruption detection unit detects a disruption in the train's operations, determines whether to resolve the disruption in the train's operations by rescheduling the train's operations through a change in the timetable, or by shuttle operation in which the train is turned around in a specified single-track section; a shuttle operation instruction unit that, when the train operation disruption is resolved by the shuttle operation, determines one or more running sections for the shuttle operation for a shuttle operation section that is a section where shuttle operation is possible, and assigns the train to run to the running section; a shuttle operation initiation unit that moves the assigned train to the travel section; a shuttle operation control unit that secures a route along which the train will travel in the travel section and causes the train to travel along the secured route; a shuttle driving evaluation unit that determines whether or not the shuttle driving can be continued; a shuttle operation terminating unit that, when it is determined by the shuttle operation evaluation unit that the shuttle operation is to be terminated, moves the train that has been performing the shuttle operation to a position where it can be operated based on the timetable; An operation management system comprising: (Appendix 2) The response method determination unit determines whether to resolve the train service disruption by the train rescheduling or by the shuttle operation, using at least one of the following information together with the error: the congestion rate of the train; the number of passengers who have passed through the ticket gate; the location and details of the malfunctioning train; the location and details of the accident train; and information on the section where the train cannot run. 2. The traffic management system according to claim 1, (Appendix 3) the shuttle operation instruction unit acquires, from the response method determination unit, information used when it was determined that the disruption in the train operation should be resolved by the shuttle operation, and, using the acquired information, determines the running section of the shuttle operation based on the shuttle operation section and the operation pattern of the train in the shuttle operation section that were assumed in advance, and assigns the train to be run to the running section. 3. The traffic management system according to claim 2, (Appendix 4) When the train is allowed to enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation instruction unit determines whether or not to allow the train that is at a boundary where the train is allowed to enter the shuttle operation section to enter the shuttle operation section. 4. The traffic management system according to claim 3, (Appendix 5) the shuttle operation control unit causes the train, for which the route can be secured in the assigned traveling section, to run within the secured route. 5. The traffic management system according to claim 1, wherein: (Appendix 6) When the train arrives at a station, the shuttle operation control unit determines whether or not to turn around and run the train based on the running section to which the train is assigned. 6. The traffic management system according to claim 5, (Appendix 7) When the train is able to exit from the shuttle operation section to the outside of the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation control unit determines whether or not to cause the train that is at the boundary where the train is able to exit to the outside of the shuttle operation section to exit to the outside of the shuttle operation section. 7. The traffic control system according to claim 5 or 6, (Appendix 8) the shuttle operation control unit notifies the shuttle operation evaluation unit of information on the current operation status of the train; the shuttle driving evaluation unit determines whether or not to continue the shuttle driving based on the information used by the response method determination unit and the information acquired from the shuttle driving control unit. 8. The traffic control system according to any one of appendices 5 to 7. (Appendix 9) the shuttle operation evaluation unit determines to terminate the shuttle operation and return to the schedule-based operation when it determines that it is possible to return to a schedule-based operation in which the train is operated based on the timetable or that returning to the schedule-based operation would result in better train operation efficiency; 9. The traffic control system according to claim 8, (Appendix 10) a diagram-based operation control unit that controls a diagram-based operation that operates the train based on the diagram; a rescheduling instruction unit that, when the disruption in the train operations is resolved by the rescheduling, changes the timetable and instructs the timetable-based operation control unit on information on the arrival and departure times of the trains at stations based on the changed timetable; 10. The traffic management system according to any one of claims 1 to 9, comprising: (Appendix 11) a schedule-based operation control unit that controls schedule-based operation for operating the train based on a schedule indicating train arrival and departure times at stations; a train operation disruption detection unit that detects a disruption in the train operation based on an error between the station arrival and departure times indicated in the timetable and the actual station arrival and departure times of the train; a response method determination unit that, when the train operation disruption detection unit detects a disruption in the train's operations, determines whether to resolve the disruption in the train's operations by rescheduling the train's operations through a change in the timetable, or by shuttle operation in which the train is turned around in a specified single-track section; a rescheduling instruction unit that, when the disruption in the train operations is resolved by the rescheduling, changes the timetable and instructs the timetable-based operation control unit on information on the arrival and departure times of the trains at stations based on the changed timetable; A diagram-based operation control device comprising: (Appendix 12) a shuttle operation instruction unit that, when a schedule-based operation control device that controls schedule-based operation of the train based on a schedule indicating train arrival and departure times at stations determines that the disruption in the train's operation can be resolved by shuttle operation in which the train turns around in a specified single-track section, determines one or more running sections for the shuttle operation for a shuttle operation section that is a section in which shuttle operation is possible, and assigns the train to run to the running sections; a shuttle operation initiation unit that moves the assigned train to the travel section; a shuttle operation control unit that secures a route along which the train will travel in the travel section and causes the train to travel along the secured route; a shuttle driving evaluation unit that determines whether or not the shuttle driving can be continued; a shuttle operation terminating unit that, when it is determined by the shuttle operation evaluation unit that the shuttle operation is to be terminated, moves the train that has been performing the shuttle operation to a position where it can be operated based on the timetable; A shuttle operation control device comprising: (Appendix 13) a service disruption detection step in which a service disruption detection unit detects a disruption in the service of the train based on an error between a station arrival / departure time indicated in a timetable indicating the station arrival / departure time of the train and an actual station arrival / departure time of the train; a response method determination step in which, when the train operation disruption detection unit detects a disruption in the train's operations, a response method determination unit determines whether to resolve the disruption in the train's operations by rescheduling the train's operations through a change in the timetable, or by shuttle operation in which the train turns around in a specified single-track section; a shuttle operation instruction step of determining one or more running sections for the shuttle operation for a shuttle operation section that is a section where shuttle operation is possible, and allocating the train to the running sections, when the disruption in the train operation is resolved by the shuttle operation, by the shuttle operation instruction unit; a shuttle operation initiation step in which a shuttle operation initiation unit moves the assigned train to the travel section; a shuttle operation control step in which a shuttle operation control unit secures a route along which the train will travel in the travel section and causes the train to travel along the secured route; a shuttle driving evaluation step in which a shuttle driving evaluation unit determines whether or not the shuttle driving can be continued; a shuttle operation termination step in which, when the shuttle operation evaluation unit determines that the shuttle operation is to be terminated, the shuttle operation termination unit moves the train that was performing the shuttle operation to a position where it can be operated based on the timetable; A traffic management method comprising: (Appendix 14) In the response method determination step, the response method determination unit determines whether to resolve the train service disruption by the train rescheduling or by the shuttle operation, using at least one of the following information together with the error: the congestion rate of the train; the number of passengers who have passed through the ticket gate; the location and details of the malfunctioning train; the location and details of the accident train; and information on the section where the train cannot run. 14. The operation management method according to claim 13, (Appendix 15) In the shuttle operation instruction step, the shuttle operation instruction unit acquires, from the response method determination unit, information used when it was determined that the disruption in the train operation should be resolved by the shuttle operation, and, using the acquired information, determines the running section of the shuttle operation based on the shuttle operation section and the operation pattern of the train in the shuttle operation section that were assumed in advance, and assigns the train to be operated to the running section. 15. The operation management method according to claim 14, (Appendix 16) In the shuttle operation instruction step, when the train is allowed to enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation instruction unit determines whether or not to allow the train that is at the boundary where the train is allowed to enter the shuttle operation section to enter the shuttle operation section. 16. The operation management method according to claim 15, (Appendix 17) In the shuttle operation control step, the shuttle operation control unit causes the train, for which the route can be secured in the assigned traveling section, to run within the secured route. 17. The operation control method according to any one of appendices 13 to 16, (Appendix 18) In the shuttle operation control step, when the train arrives at a station, the shuttle operation control unit determines whether to turn back and run the train based on the running section to which the train is assigned. 18. The operation management method according to claim 17, (Appendix 19) In the shuttle operation control step, when the train is able to exit from the shuttle operation section to the outside of the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation control unit determines whether or not to cause the train that is at the boundary where the train is able to exit to the outside of the shuttle operation section to exit to the outside of the shuttle operation section. 19. The operation management method according to claim 17 or 18. (Appendix 20) In the shuttle operation control step, the shuttle operation control unit notifies the shuttle operation evaluation unit of information on the current operating status of the train, In the shuttle driving evaluation step, the shuttle driving evaluation unit determines whether or not to continue the shuttle driving based on the information used in the response method determination unit and the information acquired from the shuttle driving control unit. 20. The operation management method according to any one of appendices 17 to 19, (Appendix 21) In the shuttle operation evaluation step, when it is determined that it is possible to return to a timetable-based operation in which the train is operated based on the timetable or that returning to the timetable-based operation would result in better train operation efficiency, the shuttle operation evaluation unit determines to terminate the shuttle operation and return to the timetable-based operation. 21. The operation management method according to claim 20, (Appendix 22) a diagram-based operation control step in which a diagram-based operation control unit controls a diagram-based operation in which the train is operated based on the diagram; a rescheduling instruction step in which, when the disruption of the train operations is resolved by the rescheduling, the rescheduling instruction unit changes the timetable and instructs the timetable-based operation control unit on information on the arrival and departure times of the trains at stations based on the changed timetable; 22. The operation management method according to any one of appendices 13 to 21, comprising: [Explanation of symbols]

[0062] 1 Operation management system, 2 Diagram-based operation control device, 3 Shuttle operation control device, 11 Diagram-based operation control unit, 12 Operation disruption detection unit, 13 Response method determination unit, 14 Operation rescheduling instruction unit, 15 Shuttle operation instruction unit, 16 Shuttle operation start unit, 17 Shuttle operation control unit, 18 Shuttle operation evaluation unit, 19 Shuttle operation end unit, 90, 93 Processing circuit, 91 Processor, 92 Memory.

Claims

1. a train operation disruption detection unit that detects a disruption in the train operation based on an error between a station arrival / departure time indicated in a timetable that indicates the station arrival / departure time of the train and an actual station arrival / departure time of the train; a response method determination unit that, when the train operation disruption detection unit detects a disruption in the train's operations, determines whether to resolve the disruption in the train's operations by rescheduling the train's operations through a change in the timetable, or by shuttle operation in which the train is turned around in a specified single-track section; a shuttle operation instruction unit that, when the train operation disruption is resolved by the shuttle operation, determines one or more running sections of the shuttle operation for a shuttle operation section that is a section where shuttle operation is possible, and assigns the train to run to the running section; a shuttle operation initiation unit that moves the assigned train to the travel section; a shuttle operation control unit that secures a route along which the train will travel in the travel section and causes the train to travel along the secured route; a shuttle driving evaluation unit that determines whether or not the shuttle driving can be continued; a shuttle operation terminating unit that, when it is determined by the shuttle operation evaluation unit that the shuttle operation is to be terminated, moves the train that has been performing the shuttle operation to a position where it can be operated based on the timetable; An operation management system comprising:

2. The response method determination unit determines whether to resolve the train service disruption by the train rescheduling or by the shuttle operation, using at least one of the following information together with the error: the congestion rate of the train; the number of passengers who have passed through the ticket gate; the location and details of the malfunctioning train; the location and details of the accident train; and information on the section where the train cannot run.

2. The traffic control system according to claim 1.

3. the shuttle operation instruction unit acquires, from the response method determination unit, information used when it was determined that the disruption in the train operation should be resolved by the shuttle operation, and, using the acquired information, determines the running section of the shuttle operation based on the shuttle operation section and the operation pattern of the train in the shuttle operation section that were assumed in advance, and assigns the train to be run to the running section.

3. The operation control system according to claim 2.

4. When the train is allowed to enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation instruction unit determines whether or not to allow the train that is at a boundary where the train is allowed to enter the shuttle operation section to enter the shuttle operation section.

4. The operation control system according to claim 3.

5. the shuttle operation control unit causes the train, for which the route can be secured in the assigned traveling section, to run within the secured route.

2. The traffic control system according to claim 1.

6. When the train arrives at a station, the shuttle operation control unit determines whether or not to turn around and run the train based on the running section to which the train is assigned.

6. The traffic control system according to claim 5.

7. When the train is able to exit from the shuttle operation section to the outside of the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation control unit determines whether or not to cause the train that is at the boundary where the train is able to exit to the outside of the shuttle operation section to exit to the outside of the shuttle operation section.

6. The traffic control system according to claim 5.

8. the shuttle operation control unit notifies the shuttle operation evaluation unit of information on the current operation status of the train; the shuttle driving evaluation unit determines whether or not to continue the shuttle driving based on the information used by the response method determination unit and the information acquired from the shuttle driving control unit.

6. The traffic control system according to claim 5.

9. the shuttle operation evaluation unit determines to terminate the shuttle operation and return to the schedule-based operation when it determines that it is possible to return to a schedule-based operation in which the train is operated based on the timetable or that returning to the schedule-based operation would result in better train operation efficiency; The operation control system according to claim 8 .

10. a diagram-based operation control unit that controls a diagram-based operation that operates the train based on the diagram; a rescheduling instruction unit that, when the disruption in the train operations is resolved by the rescheduling, changes the timetable and instructs the timetable-based operation control unit on information on the arrival and departure times of the trains at stations based on the changed timetable; 10. The traffic control system according to claim 1, further comprising:

11. a schedule-based operation control unit that controls schedule-based operation for operating the train based on a schedule indicating train arrival and departure times at stations; a train operation disruption detection unit that detects a disruption in the train operation based on an error between the station arrival and departure times indicated in the timetable and the actual station arrival and departure times of the train; a response method determination unit that, when the train operation disruption detection unit detects a disruption in the train's operations, determines whether to resolve the disruption in the train's operations by rescheduling the train's operations through a change in the timetable, or by shuttle operation in which the train is turned around in a specified single-track section; a rescheduling instruction unit that, when the disruption in the train operations is resolved by the rescheduling, changes the timetable and instructs the timetable-based operation control unit on information on the arrival and departure times of the trains at stations based on the changed timetable; A diagram-based operation control device comprising:

12. a shuttle operation instruction unit that, when a schedule-based operation control device that controls schedule-based operation of the train based on a schedule indicating train arrival and departure times at stations determines that the disruption in the train's operation can be resolved by shuttle operation in which the train turns around in a specified single-track section, determines one or more running sections for the shuttle operation for a shuttle operation section that is a section in which shuttle operation is possible, and assigns the train to run to the running sections; a shuttle operation initiation unit that moves the assigned train to the travel section; a shuttle operation control unit that secures a route along which the train will travel in the travel section and causes the train to travel along the secured route; a shuttle driving evaluation unit that determines whether or not the shuttle driving can be continued; a shuttle operation terminating unit that, when it is determined by the shuttle operation evaluation unit that the shuttle operation is to be terminated, moves the train that has been performing the shuttle operation to a position where it can be operated based on the timetable; A shuttle operation control device comprising:

13. a service disruption detection step in which a service disruption detection unit detects a disruption in the service of the train based on an error between a station arrival / departure time indicated in a timetable indicating the station arrival / departure time of the train and an actual station arrival / departure time of the train; a response method determination step in which, when the train operation disruption detection unit detects a disruption in the train's operations, a response method determination unit determines whether to resolve the disruption in the train's operations by rescheduling the train's operations through a change in the timetable, or by shuttle operation in which the train turns around in a specified single-track section; a shuttle operation instruction step of determining one or more running sections for the shuttle operation for a shuttle operation section that is a section where shuttle operation is possible, and allocating the train to the running section, when the disruption in the train operation is resolved by the shuttle operation, by the shuttle operation instruction unit; a shuttle operation initiation step in which a shuttle operation initiation unit moves the assigned train to the travel section; a shuttle operation control step in which a shuttle operation control unit secures a route along which the train will travel in the travel section and causes the train to travel along the secured route; a shuttle driving evaluation step in which a shuttle driving evaluation unit determines whether or not the shuttle driving can be continued; a shuttle operation termination step in which, when the shuttle operation evaluation unit determines that the shuttle operation is to be terminated, the shuttle operation termination unit moves the train that was performing the shuttle operation to a position where it can be operated based on the timetable; A traffic management method comprising:

14. In the response method determination step, the response method determination unit determines whether to resolve the train service disruption by the train rescheduling or by the shuttle operation, using at least one of the following information together with the error: the congestion rate of the train; the number of passengers who have passed through the ticket gate; the location and details of the malfunctioning train; the location and details of the accident train; and information on the section where the train cannot run. The operation control method according to claim 13.

15. In the shuttle operation instruction step, the shuttle operation instruction unit acquires, from the response method determination unit, information used when it was determined that the disruption in the train operation should be resolved by the shuttle operation, and, using the acquired information, determines the running section of the shuttle operation based on the shuttle operation section and the operation pattern of the train in the shuttle operation section that were assumed in advance, and assigns the train to be operated to the running section.

15. The operation control method according to claim 14.

16. In the shuttle operation instruction step, when the train is allowed to enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation instruction unit determines whether or not to allow the train that is at the boundary where the train is allowed to enter the shuttle operation section to enter the shuttle operation section.

16. The operation control method according to claim 15.

17. In the shuttle operation control step, the shuttle operation control unit causes the train, for which the route can be secured in the assigned traveling section, to run within the secured route. The operation control method according to claim 13.

18. In the shuttle operation control step, when the train arrives at a station, the shuttle operation control unit determines whether to turn back and run the train based on the running section to which the train is assigned.

18. The operation control method according to claim 17.

19. In the shuttle operation control step, when the train is able to exit from the shuttle operation section to the outside of the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, the shuttle operation control unit determines whether or not to cause the train that is at the boundary where the train is able to exit to the outside of the shuttle operation section to exit to the outside of the shuttle operation section.

18. The operation control method according to claim 17.

20. In the shuttle operation control step, the shuttle operation control unit notifies the shuttle operation evaluation unit of information on the current operating status of the train, In the shuttle driving evaluation step, the shuttle driving evaluation unit determines whether or not to continue the shuttle driving based on the information used in the response method determination unit and the information acquired from the shuttle driving control unit.

18. The operation control method according to claim 17.

21. In the shuttle operation evaluation step, when it is determined that it is possible to return to a timetable-based operation in which the train is operated based on the timetable or that returning to the timetable-based operation would result in better train operation efficiency, the shuttle operation evaluation unit determines to terminate the shuttle operation and return to the timetable-based operation.

21. The operation control method according to claim 20.

22. a diagram-based operation control step in which a diagram-based operation control unit controls a diagram-based operation in which the train is operated based on the diagram; a rescheduling instruction step in which, when the disruption of the train operations is resolved by the rescheduling, the rescheduling instruction unit changes the timetable and instructs the timetable-based operation control unit on information on the arrival and departure times of the trains at stations based on the changed timetable; 22. The operation control method according to claim 13, further comprising:

Images