Train diagram change assistance device and train diagram change assistance method

Abstract

The present invention provides a train diagram change assistance device that can more reliably utilize regenerative electric power. An improvement candidate calculation unit (202) uses train diagram information (3) and regenerative electric energy information (6) indicating a history of variation in regenerative electric energy used during traveling of each train related to the train diagram information (3), and selects, as an improvement candidate, each of combinations of mutually different trains in which the difference between the arrival time and departure time is equal to or less than a certain value, in a time range in which the usage rate of regenerative electric energy is below standard. A train diagram changing unit (203) generates changed diagram information in which at least one of the arrival and departure times of the trains included in the improvement candidates for the train diagram information (3) is changed.

Description

Train schedule change support device and train schedule change support method

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

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

[0003] In response to this, Patent Document 1 discloses a technology for reducing power consumption by effectively utilizing regenerative power generated by trains. This technology calculates the regenerative power usage rate per unit time for each feeder section based on train timetables and other information, and notifies the user of the times and locations where the regenerative power usage rate is below a threshold. This makes it possible to know the times and locations where the regenerative power usage rate is low.

[0004] JP 2012-017034 A

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

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

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

[0008] According to the present invention, it is possible to more reliably utilize regenerative power.

[0009] FIG. 1 is a diagram illustrating a configuration of a train schedule change support device according to an embodiment of the present disclosure; FIG. 2 is a diagram illustrating an example of station information; FIG. 3 is a diagram illustrating an example of substation information; FIG. 4 is a diagram illustrating an example of train actual schedule information; FIG. 5 is a diagram illustrating an example of substation power transmission history information; FIG. 6 is a diagram illustrating an example of vehicle running actual information; FIG. 7 is a diagram illustrating an example of regenerative power amount information; FIG. 8 is a flowchart illustrating an example of overall processing; FIG. 9 is a flowchart illustrating an example of regenerative power calculation processing; FIG. 10 is a flowchart illustrating an example of candidate calculation processing; FIG. 11 is a diagram illustrating an example of a regenerative power display screen;

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

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

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

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

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

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

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

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

[0018] 3 is a diagram showing an example of the substation information 2. The substation information 2 is information related to substations that supply trains with power to drive the trains. In the example shown in FIG. 3, the substation information 2 includes fields 21 to 23.

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

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

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

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

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

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

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

[0026] The dynamic data to be analyzed may be data for a specific day, a statistical value (such as an average or median) of data for a predetermined period such as a month or six months, or a statistical value of data clustered by characteristics such as weather or season. It is preferable that the statistical value be calculated from data excluding anomalous days such as days when train service is disrupted.

[0027] 7 is a diagram showing an example of the regenerative power amount information 6. The regenerative power amount information 6 is information calculated by the regenerative power calculation unit 201. In the example of FIG. 7, the regenerative power amount information 6 has fields 60 to 66.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0048] The regenerative power calculation unit 201 sets the end time of the current target data as the start time, and generates new target data in which the end time is set to a value obtained by adding a unit time to the start time (step S208).

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

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

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

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

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

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

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

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

[0057] In this case, if the amount of adjustment to the train schedule is small, it can be assumed that the trains before and after the regenerative braking event will not be affected. Therefore, the improvement candidate calculation unit 202 specifically acquires station departure data for trains that satisfy the following conditions C31 and C32. Condition C31: The departure time is within a certain value before or after the arrival time of the target regenerative braking event train. However, if the departure time is on the same line, at the same station, and in the same direction as the target regenerative braking event train, trains whose departure station is not a mutually reciprocal train station may be excluded. Furthermore, whether or not to exclude trains traveling in a direction different from the target regenerative braking event train may be determined based on equipment conditions, such as whether the departure station supports a simultaneous inbound and outbound power feeding system. The station's mutually reciprocal train departure and arrival and the equipment conditions may be preset by, for example, the user. Condition C32: The departure time is between "the braking timing of the target regenerative braking event train minus a certain value" and "the arrival time of the target regenerative braking event train plus a certain value." The braking timing of the target regenerative braking event train is specifically calculated by the improvement candidate calculation unit 202 from the vehicle travel history information 5. For example, the improvement candidate calculation unit 202 sorts the records corresponding to the target regenerative generating train in the vehicle running performance information 5 in ascending order of start time, starting with the record corresponding to the arrival time at the station. Then, the improvement candidate calculation unit 202 refers to the "start time" of the sorted records in order, starting from the top (= the record at the time of arrival at the station), and obtains the "start time" of the record at which the speed no longer increases from the previous record as the braking timing.

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

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

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

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

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

[0063] As described above, according to this embodiment, the improvement candidate calculation unit 202 uses the train schedule information 3 and the regenerative energy amount information 6, which indicates the fluctuation history of the amount of regenerative energy used by each train during its travel, to select, as improvement candidates, each of different train combinations in which the difference between the arrival time and departure time is equal to or less than a certain value within a time range in which the regenerative energy usage rate is lower than the reference value. The train schedule change unit 203 generates modified train schedule information in which at least one of the arrival time and departure time of the trains included in the improvement candidates is changed in the train schedule information 3. Therefore, the train schedule information is changed based on the improvement candidates, which are train combinations in which the difference between the arrival time and departure time is equal to or less than a certain value. This makes it possible to generate train schedule information that makes better use of regenerative energy without affecting trains before and after. This makes it possible to more reliably utilize regenerative energy.

[0064] In this embodiment, the train schedule change unit 203 displays a regenerative power display screen showing improvement candidates and changes at least one of the arrival time and departure time of the train included in the improvement candidate specified by the user, thereby enabling appropriate train schedule changes in response to user requests.

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

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

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

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

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

[0070] The above-described embodiments of the present disclosure are merely illustrative examples of the present disclosure, and are not intended to limit the scope of the present disclosure to these embodiments alone. Those skilled in the art may implement the present disclosure in various other forms without departing from the scope of the present disclosure.

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

Claims

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

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

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

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

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

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

7. A train schedule change support device as described in claim 1, wherein the candidate selection unit selects the improvement candidate from among trains whose vehicle type satisfies predetermined conditions.

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

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