Autonomous operation control system, railway system, autonomous operation control method, and autonomous operation control program

Abstract

The train (100) is equipped with an autonomous operation control system (101). The autonomous operation control system (101) sends a resource reservation request to a target resource used for traveling along a route according to the operation pattern, and if the target resource is reserved by another train (210), it communicates with the other train (210) to coordinate the reservation of the target resource with the other train (210).

Description

Technical Field

[0001] The present disclosure relates to autonomous operation control for trains. Background Art

[0002] A train control system that controls a plurality of trains is known in the art.

[0003] Patent Document 1 discloses a train control system. This train control system has the following features. Each car of a train is equipped with an operation management system, and the operation management system stores the timetable for the current day. The train is configured to hold all information including the status of other trains and railway lines by exchanging information via a timetable management device. With these features, the train control system implements distributed processing. Normal operation is performed as follows. A train forms a route by transmitting an instruction to control a point switch. If a route cannot be formed due to other trains or other factors, the train waits until it becomes possible to form the route. When a delay, a vehicle failure, or another such abnormality occurs, the following control is performed. The train automatically updates the current day's timetable to an optimized timetable. The updated current day's timetable is transmitted to the timetable management device. Vehicles share change information of the current day's timetable with each other via the timetable management device. Thereby, autonomous control is continued.

[0004] In the train control system of Patent Document 1, information management is performed as follows. To implement distributed control, each train is equipped with a device corresponding to the central operation management system used in conventional systems. Trains exchange information via the timetable management device, so that each train holds all information including the status of other trains and railway lines. Each train must maintain and manage information that is not necessary for the train itself.

[0005] However, from the perspective of information delays and timeliness, the operational information managed by each train should be limited to what is necessary for operation. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] International Publication No. 2019 / 053930 [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] This disclosure aims to enable the implementation of functions necessary for autonomous train operation within the train itself. [Means for solving the problem]

[0008] The autonomous operation control system described herein is installed in a train. The autonomous operation control system is Resource adjustment unit sends resource allocation requests to target resources used for running routes according to the operating pattern, and if the target resources are reserved by other trains, communicates with those other trains to coordinate the reservations of those other trains and the target resources. It is equipped with. [Effects of the Invention]

[0009] According to this disclosure, resource adjustment functions, which are necessary for autonomous train operation, can be implemented within the train. [Brief explanation of the drawing]

[0010] [Figure 1] Configuration diagram of the railway system 200 in Embodiment 1. [Figure 2]FIG. 1 is a configuration diagram of an autonomous operation control system 101 for a train 100 according to the first embodiment. [Figure 3] FIG. 1 is a flowchart of (1) operation pattern start according to the first embodiment. [Figure 4] FIG. 2 is a flowchart of (2) normal operation according to the first embodiment. [Figure 5] FIG. 3 is a flowchart of (3) operation adjustment according to the first embodiment. [Figure 6] (4) End of operation pattern according to the first embodiment. [Figure 7] FIG. 4 is a data flow diagram of (1) operation pattern start and (2) normal operation according to the first embodiment. [Figure 8] FIG. 5 is a data flow diagram of (3) operation adjustment according to the first embodiment. [Figure 9] FIG. 6 is a data flow diagram of (4) end of operation pattern according to the first embodiment. [Figure 10] FIG. 7 is a configuration diagram of a railway system 200 according to a second embodiment. [Figure 11] FIG. 8 is a flowchart of (1) operation pattern start according to the second embodiment. [Figure 12] (4) End of operation pattern according to the second embodiment. [Figure 13] FIG. 9 is a data flow diagram of (1) operation pattern start and (2) normal operation according to the second embodiment. [Figure 14] FIG. 10 is a data flow diagram of (3) operation adjustment according to the second embodiment. [Figure 15] FIG. 11 is a data flow diagram of (4) end of operation pattern according to the second embodiment. [Figure 16] FIG. 12 is a data flow diagram of (5) control intervention according to the second embodiment. [Figure 17] FIG. 13 is a configuration diagram of a computer 190 according to an embodiment. [Figure 18] FIG. 14 is a hardware configuration diagram of the computer 190 according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] In the embodiments and drawings, the same or corresponding elements are denoted by the same reference numeral. The descriptions of elements denoted by the same reference numeral as the described elements are omitted or simplified as appropriate. The arrows in the figures mainly indicate the flow of data or processing.

[0012] Embodiment 1. The autonomous operation of train 100 will be explained based on Figures 1 to 9.

[0013] ***Explanation of the structure*** Based on Figure 1, the configuration of the railway system 200 will be explained. The railway system 200 comprises multiple trains 210, multiple resources 220, and multiple positioning devices 230. The train of interest, train number 210, will be referred to as train number 100.

[0014] Train 100 is equipped with an autonomous operation control system 101.

[0015] Resource 220 is a resource used for the operation of train 100. For example, resource 220 includes stations, switches, and points. Train 210 reserves resource 220 and then uses resource 220. Resource 220 can record train 210's reservation information. The railway system 200 may include a resource controller (RA) that manages and coordinates the reservation of resources 220 from each train 210. Alternatively, the train 210 may have a function to adjust the reservations.

[0016] The positioning device 230 is a device used to measure the position of train 100. For example, the positioning device 230 is a GPS receiver and a transponder. GPS is an abbreviation for Global Positioning System.

[0017] Based on Figure 2, the configuration of the autonomous operation control system 101 for train 100 will be explained. The autonomous operation control system 101 includes a computer 190 which comprises an autonomous operation device 110, a state management device 120, an automatic driving device 130, a safety control device 140, and a communication device 150.

[0018] The autonomous operation device 110 is a device for enabling the autonomous operation of train 100. The autonomous driving system 110 includes elements such as a driving pattern update unit 111, a resource adjustment unit 112, a route determination unit 113, and a driving adjustment unit 114. These elements are implemented in software.

[0019] The status management device 120 is a device for managing the status of train 100. The state management device 120 includes an element called a state management unit 121. The state management unit 121 is implemented in software.

[0020] The automatic driving device 130 is a device for enabling the automatic operation of train 100. The automatic driving system 130 has a function called Automatic Train Operation (ATO). The ATO (Automatic Train Operation) system automatically controls train 100 (starting, accelerating, decelerating, and stopping, etc.) based on the train's current position and route information.

[0021] The safety control device 140 is a device for preventing accidents involving train 100. The safety control device 140 has a function called Automatic Train Protection (ATP). The ATP maintains the safety of train 100. Specifically, the ATP calculates the stopping limit for train 100 based on the positions of other trains 210, thereby preventing collisions between train 100 and other trains 210.

[0022] The communication device 150 is a communication device of the autonomous operation control system 101. The autonomous operation control system 101 communicates with the outside world of the train 100 using the communication device 150.

[0023] ***Explanation of operation*** The operating procedure of the autonomous operation control system 101 corresponds to the autonomous operation control method. Furthermore, the operating procedure of the autonomous operation control system 101 corresponds to the processing procedure of the autonomous operation control program.

[0024] This section outlines the autonomous operation control method. The resource adjustment unit 112 sends a resource reservation request to the target resource used for running the route according to the operating pattern. If the target resource is reserved by another train 210, the resource adjustment unit 112 communicates with the other train 210 to coordinate the reservation of the target resource with the other train 210. The resource adjustment unit 112 calculates an evaluation value for train 100 based on the operational goals for train 100 that are given to train 100. As a result of comparing the evaluation value of train 100 with the evaluation values ​​of other trains 210, if train 100 has a higher evaluation, it makes the other trains 210 wait to use the target resource and uses the target resource before the other trains 210. The resource adjustment unit 112 calculates a train evaluation value for train 100 in relation to the operation of train 100. Based on the overall system objectives including train 100 and other trains 210, the resource adjustment unit 112 calculates a system evaluation value for train 100 in relation to the operation of the entire system. As a result of comparing the train evaluation value of train 100 with the system evaluation value of train 100 and the train evaluation values ​​of other trains 210, it is assumed that train 100 has a higher evaluation. In this case, the resource adjustment unit 112 makes the other trains 210 wait to use the target resource and uses the target resource before the other trains 210. The operation pattern update unit 111 updates the operation pattern after train 100 reaches the turnaround station. The operation pattern is updated based on train status data indicating the status of train 100, train status data indicating the status of trains 210 present around the turnaround station, and resource status data indicating the status of resources 220 present around the turnaround station. The route determination unit 113 determines the route of the train 100 based on the operation pattern and resource status data indicating the status of each resource 220. The operation adjustment unit 114 adjusts the travel time of train 100 between stations and the stopping time of train 100 at each station based on train position data indicating the positions of other trains 210. The status management unit 121 manages train status data that indicates the status of train 100, including the operation pattern of train 100. When train status data for train 100 is requested, the status management unit 121 sends the train status data for train 100 to the requesting train 210.

[0025] This section will explain the details of the autonomous operation control method. The autonomous operation control method includes control methods for (1) starting the operation pattern, (2) normal operation, (3) operation adjustment, and (4) ending the operation pattern.

[0026] Based on Figure 3, (1) the control method for starting the operation pattern will be explained. The status management device 120 stores a list of operation patterns. For example, the list of operation patterns is distributed in advance. A route pattern list is data that shows one or more route patterns. The operation pattern is data that shows, in order, the stations on which train 100 stops. Intermediate stations where train 100 stops are called intermediate stops. The station where train 100 turns around is called the turnaround station. Train 100 stops at each intermediate stop in the order shown in the operation pattern, and turns around when it reaches the turnaround station.

[0027] In step S111, if the operating pattern to be used has not been determined, the operating pattern update unit 111 determines the operating pattern to be used from the operating pattern list. For example, the operation pattern update unit 111 determines the operation pattern to use based on the status of other trains 210 in the vicinity and the status of each resource 220 in the vicinity. Resource status data indicating the status of each resource 220 is obtained through communication with each resource 220. Train status data indicating the status of other trains 210 is obtained through communication with other trains 210. Hereafter, the operating patterns used will simply be referred to as "operating patterns."

[0028] In step S112, the route determination unit 113 determines the train route based on the operation pattern and the resource status data of each resource 220. The train route is the path of train 100, and in addition to each intermediate stop and turnaround station, it shows the resources 220 used by train 100. In other words, the train route shows the stations that train 100 passes through and the switches and other controls that are controlled during the operation of train 100.

[0029] In step S113, the automatic driving device 130 starts driving the train 100 based on the train route.

[0030] Based on Figure 4, (2) the control method for normal operation will be explained. While train 100 is in motion, the automatic driving system 130 and the safety control device 140 operate, and the automatic driving system 130 and the safety control device 140 can determine the position of train 100 and the positions of surrounding trains 210.

[0031] Steps S121 through S127 are repeated until train 100 arrives at the turnaround station.

[0032] In step S121, the resource adjustment unit 112 refers to the train route and determines the resource 220 that is scheduled to be used next. This resource 220 will be referred to as the target resource.

[0033] The resource adjustment unit 112 sends a resource allocation request to the target resource. The resource allocation request is data used to request the allocation of resource 220. The target resource receives a resource allocation request.

[0034] In step S122, the target resource completes its reservation by executing the resource reservation process.

[0035] In step S123, the target resource transmits resource status data indicating the status of the target resource to train 100. The resource adjustment unit 112 receives resource status data for the target resource and confirms that the target resource has been secured (reserved) by referring to the resource status data. This completes the allocation of the target resources.

[0036] In step S124, the automatic driving device 130 continues to operate the train 100 using the target resources.

[0037] In step S125, the resource adjustment unit 112 sends a resource release request to the target resource. The resource release request is data used to request the release of resource 220. The target resource receives a resource release request.

[0038] In step S126, the target resource is released by executing a resource release process.

[0039] In step S127, the target resource transmits resource status data indicating the status of the target resource to train 100. The resource adjustment unit 112 receives resource status data for the target resource, checks the resource status data, and confirms that the target resource has been released. This completes the release of the target resource.

[0040] Based on Figure 5, (3) the control method for operational adjustment will be explained. While train 100 is in motion, the operation adjustment unit 114 adjusts the travel time between stations and the stopping time at stations according to the status of surrounding trains 210.

[0041] Steps S131 to S136 are performed if (2) in step S123 of normal operation the resource status data of the target resource indicates that the target resource is reserved by another train 210. Train 210, which has the target resource reserved, is referred to as the "other train."

[0042] In step S131, the resource adjustment unit 112 of train 100 sends a resource adjustment request to the other train. A resource adjustment request is data used to request adjustments to the reservation of a target resource. The resource adjustment unit 112 of the other train receives a resource adjustment request.

[0043] In step S132, the resource adjustment unit 112 of the other train determines whether it is possible to interrupt the reservation of the target resource.

[0044] For example, interrupting a reservation for a target resource is not possible in the following cases: If the other train is using the target resource, it is not possible to interrupt the reservation for that resource. If it is impossible to release the target resource to ensure security, it is not possible to interrupt the reservation of the target resource.

[0045] If it is possible to interrupt the reservation of the target resource, the process proceeds to step S133. If it is not possible to interrupt the reservation of the target resource, the resource adjustment request is rejected, and the process proceeds to step S136.

[0046] In step S133, the resource adjustment unit 112 of train 100 calculates an evaluation value for train 100 and transmits the evaluation value of train 100 to the other train. The resource adjustment unit 112 of the opposing train calculates the evaluation value of the opposing train and transmits the evaluation value of the opposing train to train 100.

[0047] The evaluation value is calculated based on at least one of the operational targets for each train 210 and the operational targets for the entire railway system 200. The calculation of evaluation values ​​will be explained separately.

[0048] In step S134, the resource adjustment units 112 of train 100 and the other train each determine whether to interrupt the reservation of the target resource based on the result of comparing the evaluation value of train 100 with the evaluation value of the other train.

[0049] If train 100's rating is higher than the rating of the opposing train, it is decided that an interruption will be performed for the reservation of the target resource.

[0050] If an interruption is performed for the reservation of the target resource, the process proceeds to step S135. If no interruption is performed for the reservation of the target resource, the process proceeds to step S136.

[0051] In step S135, the autonomous operation control system 101 of train 100 executes (2) the processing from step S124 onwards for normal operation. The resource adjustment unit 112 of the other train communicates with the target resource, registers it as a waiting list in the target resource's reservation queue, and waits until the target resource is released and reserved for the other train. After step S135, the process ends.

[0052] In step S136, the resource adjustment unit 112 of train 100 communicates with the target resource, registers a reservation in the reservation queue for the target resource, and waits until the target resource is released and reserved for train 100. After step S136, the process ends.

[0053] Based on Figure 6, (4) the control method for ending the operation pattern will be explained. Steps S141 to S143 are performed after train 100 has reached the turnaround station.

[0054] In step S141, the operation pattern update unit 111 communicates with other trains 210 located around the turnaround station and obtains train status data of the other trains 210. Furthermore, the operation pattern update unit 111 communicates with each resource 220 located around the turnaround station and obtains resource status data for each resource 220.

[0055] In step S142, the operation pattern update unit 111 updates the operation pattern based on the train status data of train 100, the train status data of other trains 210, and the resource status data of each resource 220.

[0056] In step S143, the operation pattern update unit 111 passes the updated operation pattern to the status management device 120. The status management unit 121 stores the updated operating pattern.

[0057] ***Features of Embodiment 1*** Embodiment 1 is a configuration that manages information by focusing only on the information necessary on the train, thereby realizing decentralized autonomous operation. The train will not have the functionality of a train operation management system, but rather will be equipped with autonomous operation and train status management functions. Only the information necessary for autonomous operation (status of other trains and resource reservation status) is managed. Information within the line (status of surrounding trains and resource status) is acquired when necessary through communication with surrounding equipment (resources, other trains, operation management system, etc.). Each train system has its own control objectives and operates to achieve them. The system as a whole also has objectives, and each train system operates in a way that contributes to the overall system objectives.

[0058] The train system is equipped with autonomous operation capabilities. The autonomous operation function includes resource adjustment, route determination, driving adjustment, and operation pattern update functions. The resource adjustment function adjusts resource reservations (the order in which resources are used) based on the goals of the train and the overall system when resource reservations conflict. The route determination function determines the actual route the train will take based on the resource reservation status and the currently set operating pattern. The train operation adjustment function adjusts the travel time between stations and the stopping time at stations based on the positions of other trains. The train operation pattern update function determines the operation pattern in its initial state and updates it when the train turns around. When updating the operation pattern, the function requests information from surrounding trains and resources and makes decisions based on the information obtained.

[0059] The train system includes train status management and train status communication functions. The train status management function manages train operation targets and operational information. Operational information includes information such as the operation pattern, the number of passengers, and the travel time. The train status communication function sends the status of one train to another train if requested during resource adjustment.

[0060] The train operates as follows: At the start of operation, the train has a list of operating patterns (turnaround stations and intermediate stops). During operation, the train behaves as follows: Operation includes normal operation, operational adjustments, route conflicts, and the end of an operation pattern. Under normal operation, trains travel while reserving, occupying, and releasing resources (such as stations and switches) along the route. During operational adjustments, trains adjust their speed and stopping time at stations according to the conditions at the station and with other trains. In route conflicts, when resource reservations conflict, trains exchange location information and train status information to determine priority. At the end of a train's operating pattern, upon arriving at the turnaround station, the train determines its next operating pattern (the next initial state) based on the conditions of surrounding stations and other trains. Since there is no centralized train management system, the information available for determining the next operating pattern is limited to information from surrounding equipment. This state is referred to as a local optimum.

[0061] This explains the relationship between train movement and targets. When adjusting train schedules, determining priorities in case of route conflicts, and deciding on operating patterns at the end of service, the operation of each train is determined by considering not only the achievement status of each train's objectives but also the achievement status of the overall system objectives.

[0062] ***Effects of Embodiment 1*** Embodiment 1 enables efficient distributed information management and distributed control as follows. (1) When resource reservations conflict, trains can determine priority using only minimal information. For example, resource reservations can conflict when routes are contested between trains due to delays or other factors, or when the route to be used is determined from among multiple routes. Multiple routes exist when there are multiple stopping tracks or multiple routes between stations. (2) Setting targets enables efficient operation in a distributed environment. When resource reservations conflict, autonomous actions are taken to achieve the goals of the train itself and the overall system. This allows for efficient and autonomous control of the entire route while satisfying the requirements of each stakeholder. The targets can be flexibly set and modified to match the operations that the operator wants to achieve.

[0063] Embodiment 1 enables flexible operation as follows. Only a limited number of possible operating patterns (such as a list of stops) are predefined based on the track layout and other factors. Each time a train reverses direction, it chooses its next operating pattern from among these predefined options. This results in the following advantages: Even during normal operation, trains can efficiently utilize available resources by making decisions about their route and stopping platform based on the situation. By re-selecting the operating pattern when demand fluctuates, on-demand service can be achieved. Even in the event of accidents or delays, the system can autonomously achieve the efficient operation that has been the goal until now.

[0064] ***Supplement to Embodiment 1*** The calculation of the evaluation value (see step S133) will be explained. Two examples of targets for train 210 are described. However, there may be one target or three or more targets. Also, the targets may differ for each train 210.

[0065] The primary objective of train 210 is to operate it in a way that the actual travel time is as close as possible to the target travel time (scheduled travel time). For example, the first objective of train 210 can be expressed as the ratio of actual travel time to target travel time.

[0066] The second objective for train 210 is to operate the train in a way that keeps its congestion level below a certain level. For example, the second objective of train 210 can be expressed as the ratio of the train's capacity to the number of passengers.

[0067] The railway system 200 is referred to as the overall system. Let's describe one example of an overall system goal. However, there may be multiple goals.

[0068] The goal of the overall system is to predict congestion after passengers board at the next station and operate the train in a way that minimizes overcrowding. For example, the overall system's goal can be expressed as the ratio of the train's capacity to the number of passengers when the train departs the station after all passengers have boarded and alighted at the next station. A congestion forecast covering a wider area than just the next station may also be used.

[0069] The train's evaluation score is represented by a combination of evaluation scores for multiple targets. In this case, by assigning weights to each evaluation value, the goals of the train can be represented.

[0070] The overall system evaluation value, like the train evaluation value, is expressed as a combination of evaluation values ​​for multiple targets. At this point, by assigning weights to each evaluation value, the overall goals of the system can be represented.

[0071] An example of interrupt detection based on evaluation values ​​(step S134) is explained below. The interruption check determines whether train i can interrupt train j's reservation of the target resource if train j has already reserved that resource.

[0072] Interrupt detection can be arbitrarily set by comparing the evaluation value of the overall system with the evaluation value of the train. For example, interrupt detection is performed as follows: The overall system evaluation value for train i and the overall system evaluation value for train j are compared. The train with the higher overall system evaluation value is then given priority. If the overall system evaluation values ​​for train i and train j are equal, the evaluation values ​​of train i and train j are compared. The train with the higher evaluation value is then given priority. However, interrupt detection is not limited to this method.

[0073] Figures 7 through 9 show the data flow. Figure 7 shows the data flow for (1) the start of the operation pattern and (2) normal operation. Figure 8 shows the data flow for (3) Operational adjustments. Figure 9 shows the data flow for (4) the end of the operation pattern.

[0074] The symbols in the data flow represent the following types of information (data): A1 stands for "Operation Pattern List". A2 represents the operating pattern (initial value). A3 stands for Resource Reservation Request. A4 stands for Resource Release Request. A5 represents the result of resource allocation. A6 represents the result of resource release. A7 indicates reserved resource information. A8 means route (details). A9 indicates the train speed. A10 indicates train position (high precision). A11 stands for Movement Authority Limit (MAL). A12 indicates train position (high accuracy / own train). A13 indicates the train's position (corrected / own train). A14 indicates the train's position (security / own train). A15 indicates the train's position (security / other train). A16 indicates the train status. A17 indicates the resource status. A18 means train location request. A19 indicates the train position (correction). B1 stands for Resource Allocation Request. B2 represents the result of resource adjustments. B3 refers to the current operating pattern. B4 indicates information about other trains (location / status). B5 indicates the station status. B6 means an instruction to adjust operations. B7 stands for train position (safety, high precision). B8 indicates the train status (number of passengers, etc.). C1 indicates the status of other resources. C2 represents the operating pattern (updated value). C3 stands for Train Information Request. C4 stands for train information. C5 stands for Resource Information Request. C6 indicates the resource status.

[0075] Embodiment 2. The configuration in which the railway system 200 is equipped with an operation management system 240 will be explained, primarily based on the differences from Embodiment 1, with reference to Figures 10 to 16.

[0076] ***Explanation of the structure*** Based on Figure 10, the configuration of the railway system 200 will be explained. The railway system 200 is further equipped with an operation management system 240.

[0077] The operation management system 240 is the operation management system for the railway system 200. A train operation management system is a system that manages the operation of multiple trains. The train operation management system has a function called Automatic Train Stop (ATS). The ATS (Automatic Train Stop) system manages the entire line and issues instructions to each train. However, the ATS in the 240 operation management system has simplified functionality, handling information management and emergency instructions (e.g., deadlock).

[0078] ***Explanation of operation*** Based on Figure 11, (1) the control method for starting the operation pattern will be explained. The status management unit 121 receives the operation pattern list from the operation management system 240.

[0079] In step S211, if the operating pattern to be used has not been determined, the operating pattern update unit 111 determines the operating pattern to be used from the operating pattern list. Step S211 is the same as step S111 in Embodiment 1.

[0080] In step S212, the status management unit 121 transmits the determined operation pattern to the operation management system 240.

[0081] Steps S213 and S214 are the same as steps S112 and S113 in Embodiment 1.

[0082] (2) The control method for normal operation is the same as the method in Embodiment 1. In addition, the status management unit 121 transmits train position data indicating the location of train 100 and train status data indicating the status of train 100 to the operation management system 240.

[0083] (3) The control method for adjusting the operation is the same as the method in Embodiment 1. As an evaluation value for each train 210, an evaluation value against the target of the operation management system 240 may also be calculated.

[0084] Based on Figure 12, (4) the control method for ending the operation pattern will be explained. Steps S241 through S244 are performed after train 100 has reached the turnaround station.

[0085] In step S241, the operation pattern update unit 111 communicates with the operation management system 240 to obtain train status data of other trains 210 present around the turnaround station and resource status data of each resource 220 present around the turnaround station.

[0086] In step S242, the operation pattern update unit 111 updates the operation pattern. Step S242 is the same as step S142 in Embodiment 1.

[0087] In step S243, the status management unit 121 stores the updated operation pattern. Step S243 is the same as step S143 in Embodiment 1.

[0088] In step S244, the status management unit 121 transmits the operation pattern to the operation management system 240.

[0089] (5) Explain the control method for control intervention. (5) In control intervention, the operation management system 240 intervenes in the control from (1) the start of the operation pattern to (4) the end of the operation pattern.

[0090] For example, the train operation management system 240 temporarily intervenes in the operation of train 210 in the following deviation situations: (5-1) If the entire line is chronically congested, the train operation management system 240 intervenes in the operation of train 210 as follows: The train operation management system 240 instructs trains 210 that are not currently running (trains 210 waiting in a depot, etc.) to increase the number of trains. Furthermore, if the entire line is not congested, the train management system 240 instructs train 210 to reduce service by waiting in the depot or at a platform where it can be parked. Upon receiving the instructions, train 210 begins autonomous operation based on the same operating pattern as train 100. (5-2) If train 100 is in a deadlock, the train operation management system 240 intervenes in the operation of train 210 as follows: The train management system 240 instructs the deadlocked train 210 to perform an action other than the scheduled operation pattern. (5-3) If a malfunction or accident involving train 100 is detected, the operation management system 240 intervenes in the operation of train 210 as follows: The operation management system 240 seals off the detection area and notifies train 210 of the sealed area. Upon receiving notification, train 210 will operate while avoiding the blocked area until the blockade is lifted. For example, train 210 may operate as a shuttle or on a single track. Shuttle operation is two-way operation on the section corresponding to the blocked section. If the problem is resolved, the train management system 240 will notify train 210 that the blockade has been lifted. After the deviance is resolved as a result of the intervention, (5) the control intervention ends, and control is resumed from (1) the start of the driving pattern to (4) the end of the driving pattern. If some or all of the functions of the autonomous operation device 110 cease to work, instructions may be issued to the train 100 from the operation management system 240 via human intervention.

[0091] ***Features of Embodiment 2*** Embodiment 2 differs from Embodiment 1 in that the operation management system 240 is installed. The operation management system 240 performs monitoring without relying on the centralized control methods of conventional operation management systems. Essentially, trains are autonomously controlled in a distributed manner, and the operation management system 240 acts as an overall subsystem with its own objectives. If distributed control becomes impossible due to a deadlock of trains on the line, the operation management system 240 will realize that the objective cannot be achieved and will intervene in the control of the trains.

[0092] In the railway system 200, it is possible for multiple operation management systems 240 to exist. The train operation pattern update function acquires information from surrounding trains, various resources, or the train operation management system 240 to determine whether to update the train operation pattern. The train status management function periodically notifies the train operation management system 240 of the train's status.

[0093] The train operates as follows: The train receives instructions from the operation management system 240 (including initial instructions) and utilizes information aggregated by the operation management system 240. This makes operations more efficient. The initial operating pattern may be determined by the operating pattern update function, or it may be set by the operation management system 240. The next operating pattern may be determined based on information from surrounding equipment, or it may be determined using information collected by the operation management system 240. The decision made by the operation management system 240 can lead to overall efficiency improvements.

[0094] The operation management system 240 operates as follows: At the start of operation, the operation management system 240 has a list of operation patterns (turnaround stations and intermediate stops) and gives the train an initial state (starting position, operation pattern). During operation, the train management system 240 collects information from the train, such as its location, status, and current operating pattern, and collects information from resources (stations and switches, etc.), such as the number of people waiting at stations and the reservation status of switches, and performs monitoring. Furthermore, the operation management system 240 shares monitoring information by providing trains with station status (such as the number of people waiting at stations) and train status within the line. Furthermore, if monitoring reveals that the operation of the train under its management is not going smoothly, the train operation management system 240 will temporarily intervene in the train's operation. For example, intervention in train operations is carried out as follows: During periods of chronic congestion across the entire line, the train management system 240 instructs the system to increase the number of trains. If a train is in a deadlock, the train operation management system 240 will issue instructions to resolve the deadlock. In the event of a train malfunction or accident, the train operation management system 240 will instruct shuttle operation. If some or all of the train's autonomous operation functions fail, the operation management system 240 can issue instructions manually.

[0095] This section explains the relationship between the operation and objectives of the 240 traffic management system. Poor train operations indicate a low contribution to the overall system goals or to the goals of the train operations management system 240. A low contribution means that the goals are not being achieved. The train operation management system 240 takes these circumstances into account when deciding how to intervene in train operations.

[0096] ***Effects of Embodiment 2*** Embodiment 2 enables efficient distributed information management and distributed control as follows. (1) A balance can be struck between decentralized control and centralized control. For example, if a deadlock occurs, trains cannot coordinate their operations with each other. Only in such cases does the train operation management system 240 manage and communicate all the information. The train operation management system 240 then intervenes in train operations as needed. This enables distributed control while minimizing the amount of information each train has to carry. Furthermore, by adjusting the authority levels of the operation management system 240, the balance between centralized and decentralized control can be adjusted. (2) A goal is set. Each of the operation management system 240, the trains, and the system as a whole has its own objectives. This allows for efficient and autonomous control of the entire line while satisfying the requirements of each stakeholder. Setting targets in the operation management system 240 allows for the setting of targets within a more granular scope. It is conceivable that multiple operation management systems 240 operate across the entire route, each with different targets according to its respective management scope.

[0097] ***Supplement to Embodiment 2*** Figures 13 to 16 show the data flow. Figure 13 shows the data flow for (1) the start of the operation pattern and (2) normal operation. Figure 14 shows the data flow for (3) Operational adjustments. Figure 15 shows the data flow for (4) the end of the operation pattern. Figure 16 shows the data flow for (5) the control intervention.

[0098] The symbols in the data flow represent the following types of information (data): An, Bn, and Cn are as described in Embodiment 1. D1 represents the station status (such as the number of people waiting). D2 represents the train status (position / state). G1 stands for Control Intervention.

[0099] ***Supplementary Information on the Embodiment*** Based on Figure 17, the configuration of computer 190 will be explained. Computer 190 comprises hardware such as a processor 191, memory 192, auxiliary storage device 193, communication interface 194, and input / output interface 195. These hardware components are connected to each other via signal lines.

[0100] The processor 191 is an IC that performs arithmetic operations and controls other hardware. For example, the processor 191 is a CPU, a DSP, or a combination of these. IC is an abbreviation for Integrated Circuit. CPU is an abbreviation for Central Processing Unit. DSP is an abbreviation for Digital Signal Processor.

[0101] Memory 192 is a volatile or non-volatile storage device. Memory 192 is also called main memory. For example, memory 192 is RAM. Data stored in memory 192 is saved to auxiliary storage device 193 as needed. RAM is an abbreviation for Random Access Memory.

[0102] The auxiliary storage device 193 is a non-volatile storage device. For example, the auxiliary storage device 193 is a ROM, HDD, flash memory, or a combination thereof. Data stored in the auxiliary storage device 193 is loaded into memory 192 as needed. ROM is an abbreviation for Read Only Memory. HDD is an abbreviation for Hard Disk Drive.

[0103] Communication interface 194 is a communication interface. Communication of computer 190 is carried out using communication interface 194. NIC is an abbreviation for Network Interface Card.

[0104] The input / output interface 195 is an interface for input and output, connecting input and output devices. Input and output of the computer 190 are performed via the input / output interface 195.

[0105] Computer 190 stores programs that enable it to function. These programs are loaded into memory 192 and executed by processor 191.

[0106] The program can be recorded (stored) in a computer-readable format on a non-volatile recording medium such as an optical disc or flash memory.

[0107] Based on Figure 18, the hardware configuration of computer 190 will be described. The computer 190 is equipped with a processing circuit 199. The processing circuit 199 is hardware that implements the functions of the computer 190. The processing circuit 199 may be dedicated hardware, or it may be a processor 191 that executes a program stored in memory 192.

[0108] If the processing circuit 199 is dedicated hardware, the processing circuit 199 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field Programmable Gate Array.

[0109] In the processing circuit 199, some functions may be implemented by dedicated hardware, while the remaining functions may be implemented by software or firmware.

[0110] Thus, the functions of computer 190 can be realized through hardware, software, firmware, or a combination thereof.

[0111] Each embodiment is an example of a preferred form and is not intended to limit the technical scope of this disclosure. Each embodiment may be implemented in part or in combination with other embodiments. Procedures described using flowcharts, etc., may be modified as appropriate.

[0112] The autonomous operation control system 101 may be implemented with one computer 190, or with two or more computers 190.

[0113] The term "device" in each element of the autonomous operation control system 101 may be replaced with "part" or "function". The word "part" in each element of the autonomous operation control system 101 may be read as "processing," "process," "circuit," or "circuit." [Explanation of Symbols]

[0114] 100 Train, 101 Autonomous operation control system, 110 Autonomous operation device, 111 Operation pattern update unit, 112 Resource adjustment unit, 113 Route determination unit, 114 Operation adjustment unit, 120 Status management device, 121 Status management unit, 130 Automatic operation device, 140 Safety control device, 150 Communication device, 190 Computer, 191 Processor, 192 Memory, 193 Auxiliary storage device, 194 Communication interface, 195 Input / Output interface, 199 Processing circuit, 200 Railway system, 210 Train, 220 Resource, 230 Positioning device, 240 Operation management system.

Claims

1. It is an autonomous operation control system installed in trains. Resource adjustment unit: Sends a resource allocation request to the target resource used for running the route according to the operating pattern; if the target resource is reserved by another train, the train communicates with the other train to determine if it is possible to interrupt the reservation of the target resource for the other train; if it is determined that it is possible to interrupt the reservation of the target resource, the unit determines whether to perform the interruption of the reservation of the target resource; and if it is determined that the interruption of the reservation of the target resource should be performed, the unit performs the interruption of the reservation of the target resource. An autonomous driving control system equipped with the following features.

2. The resource adjustment unit, when it determines that it is possible to interrupt the reservation of the target resource, calculates an evaluation value for the train's operation based on the train's operation target given to the train, and, as a result of comparing the evaluation value of the train with the evaluation values ​​of the other trains, determines that it will interrupt the reservation of the target resource if the train has a higher evaluation, and makes the other trains wait to use the target resource before the other trains can use it. The autonomous operation control system according to claim 1.

3. The resource adjustment unit, when it determines that it is possible to interrupt the reservation of the target resource, calculates a train evaluation value for the operation of the train, and calculates a system evaluation value for the operation of the entire system based on the operational goals of the entire system, including the train and the other trains. As a result of comparing the train's train evaluation value with the system evaluation value of the train, the train evaluation value of the other trains, and the system evaluation value of the other trains, if the train has a higher evaluation, it determines to interrupt the reservation of the target resource, makes the other trains wait to use the target resource, and uses the target resource before the other trains. The autonomous operation control system according to claim 2.

4. The system includes an operation pattern update unit that updates the operation pattern after the train has reached the turnaround station, based on train status data indicating the status of the train, train status data indicating the status of trains in the vicinity of the turnaround station, and resource status data indicating the status of resources in the vicinity of the turnaround station. The autonomous operation control system according to claim 1.

5. The system includes a route determination unit that determines the route based on the aforementioned operating pattern and resource status data indicating the status of each resource. The autonomous operation control system according to claim 1.

6. The system includes an operation adjustment unit that adjusts the travel time of the aforementioned train between stations and the stopping time of the aforementioned train at each station based on train position data indicating the positions of other trains. The autonomous operation control system according to claim 1.

7. The system includes a status management unit that manages train status data indicating the status of the train, including the train's operating pattern, and transmits the train status data to the requesting train when the train status data of the train is requested. The autonomous operation control system according to claim 1.

8. A plurality of trains each equipped with an autonomous operation control system according to any one of claims 1 to 7, A train operation management system that provides a list of operation patterns for each of the aforementioned multiple trains, A railway system equipped with [a specific feature / feature].

9. This is an autonomous operation control method for an autonomous operation control system installed in a train. A resource allocation request is sent to the target resource used for running the route according to the operating pattern. If the target resource is reserved by another train, the train communicates with the other train to determine if it is possible to interrupt the reservation of the target resource. If it is determined that it is possible to interrupt the reservation of the target resource, the train decides whether to perform the interruption. If it is determined that the interruption of the reservation of the target resource should be performed, the train performs the interruption of the reservation of the target resource. Autonomous operation control method.

10. This is an autonomous operation control program for an autonomous operation control system installed in a train. Resource adjustment process: Sends a resource allocation request to the target resource used for running the route according to the operating pattern; if the target resource is reserved by another train, the train communicates with the other train to determine if it is possible to interrupt the reservation of the target resource; if it is determined that it is possible to interrupt the reservation of the target resource, the train decides whether to perform the interruption of the reservation of the target resource; and if it is determined that the interruption of the reservation of the target resource should be performed, the train performs the interruption of the reservation of the target resource. An autonomous driving control program that causes a computer to execute.

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