Travel route selection system for railway vehicle and travel route selection method for railway vehicle

Abstract

The purpose of the present invention is to make it possible to select a more suitable travel route in accordance with delay factors that occur when a railway vehicle travels on a railway track. This travel route selection system for a railway vehicle comprises: a storage unit that stores route information including information about railway tracks from a departure point to a destination point; an input unit to which delay factor information including delay factors when a railway vehicle travels on a railway track is input; and a control unit. The control unit searches for a plurality of candidate routes from the departure point to the destination point on the basis of the route information, calculates an evaluation value corresponding to the travel suitability for each of the plurality of candidate routes on the basis of the predicted journey time and delay factor information corresponding to the candidate route, and selects a travel route from among the plurality of candidate routes on the basis of the plurality of evaluation values calculated for each of the plurality of candidate routes.

Description

Railway vehicle route selection system and railway vehicle route selection method

[0001] The present disclosure relates to a technique for selecting a travel route for a railway vehicle.

[0002] Patent Document 1 discloses a technique for providing a means for extracting and selecting work time periods and work areas that take into consideration train schedule operating conditions and station facility conditions when creating a maintenance work plan.

[0003] Japanese Patent Application Laid-Open No. 2008-305227

[0004] For example, when circumstances arise that make a railway track unsuitable for operation, an alternative running route is selected separately from the maintenance work plan. Patent Document 1 is a technology aimed at improving the efficiency of maintenance work planning work, but does not provide a technology for selecting an alternative running route.

[0005] Furthermore, the travel time of a rail vehicle may depend not only on the travel distance and the travel speed prescribed for each section of railroad track, but also on various conditions to which the vehicle is exposed during travel.

[0006] Therefore, it is required to be able to select a more appropriate travel route depending on the delay factors that occur during travel.

[0007] Therefore, an object of the present disclosure is to enable the selection of a more appropriate travel route depending on delay factors that occur when a railway vehicle travels on a railway track.

[0008] The railway vehicle route selection system comprises a memory unit that stores route information including information about the railway track from a departure point to a destination point, an input unit that inputs delay factor information including factors that cause delays when the railway vehicle travels on the railway track, and a control unit that searches for a plurality of candidate routes from the departure point to the destination point based on the route information, calculates an evaluation value corresponding to the suitability of the route for each of the plurality of candidate routes based on a predicted travel time and the delay factor information corresponding to the candidate route, and selects a route from among the plurality of candidate routes based on the evaluation values ​​calculated for each of the plurality of candidate routes.

[0009] In addition, a method for selecting a travel route for a railway vehicle searches for a plurality of candidate routes based on route information including information on the railway track from a departure point to a destination point, calculates an evaluation value corresponding to travel suitability for each of the plurality of candidate routes based on a predicted travel time and delay factor information including factors that cause delays when the railway vehicle travels on the railway track of the candidate route, and selects a travel route from among the plurality of candidate routes based on the plurality of evaluation values ​​calculated for each of the plurality of candidate routes.

[0010] This railway vehicle route selection system calculates an evaluation value for each of a plurality of candidate routes according to the suitability of the route based on the predicted travel time and delay factor information, thereby realizing a system that can select a more appropriate route according to the delay factors that occur when the railway vehicle travels on the railway track.

[0011] Furthermore, according to this method for selecting a railroad vehicle route, an evaluation value according to the suitability of each of the multiple candidate routes is calculated based on the predicted travel time and delay factor information, making it possible to select a more appropriate route depending on the delay factors that occur when the railroad vehicle travels on the railroad track.

[0012] FIG. 1 is a block diagram showing the overall configuration of a railway system according to an embodiment. FIG. 2 is a schematic diagram showing sensors provided on a railway vehicle. FIG. 3 is a block diagram showing a travel route selection device. FIG. 4 is a diagram showing an example of a track path. FIG. 5 is a flowchart showing an example of processing by the travel route selection device. FIG. 6 is a flowchart showing an example of processing for selecting a travel route. FIG. 7 is a diagram for explaining the total travel time for a plurality of candidate routes. FIG. 8 is an example display of a selected travel route.

[0013] 1 is a block diagram showing the overall configuration of a railway system 30 including a railway vehicle route selection system.

[0014] The railway system 30 is a system for operating the railway vehicle 20. The railway vehicle travel route selection system 32 is a system for selecting a travel route from among a plurality of candidate routes on the track 10.

[0015] An example of a railway vehicle 20 and an example of a railway track 10 on which the railway vehicle 20 runs will be described. Hereinafter, the railway track 10 will be referred to as track 10.

[0016] The track 10 includes a first rail 12 a and a second rail 12 b. The two rails 12 a and 12 b are fixed onto ballast 16 via sleepers 13 .

[0017] The ballast 16 is a track bed that supports the rails 12a, 12b. The ballast 16 includes a plurality of blocks 17 laid on the roadbed. The blocks 17 are, for example, crushed rocks or gravel. The roadbed may be the surface of the land, the lower surface of a tunnel, or the upper surface of a bridge or viaduct. Sleepers 13 are placed on the ballast 16. The sleepers 13 are rectangular parallelepiped members that are interposed between the ballast 16 and the two rails 12a, 12b and support the rails 12a, 12b. That is, a plurality of sleepers 13 are arranged on the ballast 16 in a parallel orientation with a gap between them in the extension direction of the rails 12a, 12b. The two rails 12a, 12b are arranged on the sleepers 13 with a gap between them in the extension direction of the sleepers 13 and in an orientation perpendicular to the sleepers 13. The rails 12a and 12b are fixed to the sleepers 13 by fasteners such as bucklers (see FIG. 2).

[0018] The railway vehicle 20 includes a car body 22 and a bogie 24 having a plurality of wheels 25W. The railway vehicle 20 may be any vehicle that travels on the track 10, including an electric train, a freight train locomotive, a freight car, a passenger train locomotive, and a passenger car. The freight car or passenger car may be a trailer pulled by the locomotive, or may be a powered vehicle that has its own power. The locomotive may be an electric locomotive or an internal combustion engine such as a diesel locomotive. The railway vehicle 20 may be a commercial vehicle for transporting people or cargo, or may be a business vehicle for monitoring track conditions. The railway vehicle 20 may also be a road-rail vehicle that can travel on both tracks and roads.

[0019] As railcars 20 travel on track 10, the condition of track 10 may change.

[0020] The condition of the track 10 may be evaluated, for example, by the displacement of the track 10 including the rails 12 a, 12 b. The displacement of the track 10 may be evaluated, for example, by gauge deviation, alignment deviation, or elevation deviation.

[0021] The condition of the track 10 may be evaluated by the granulation of the ballast 16. The granulation of the ballast 16 may be evaluated, for example, by a parameter that depends on the size of the agglomerates 17 contained in the ballast 16.

[0022] The condition of the track 10 may be evaluated based on the condition of the sleepers 13. As deterioration of the sleepers 13 progresses, wear, cracks, etc. may occur in the sleepers 13, so the degree of deterioration of the sleepers 13 can be evaluated by observing the external shape of the sleepers 13.

[0023] The condition of the track 10 may be evaluated by the fastening state of the fasteners 18. The fastening state of the fasteners may be evaluated, for example, by the number of fasteners 18 per unit distance of the track 10. As the number of loose fasteners 18 increases, the number of fasteners 18 per unit distance of the track 10 decreases.

[0024] The above-mentioned condition of the track 10 may affect the determination of suitability for running the railway vehicle 20. For example, if the displacement of the track 10 deviates significantly from the initial value, or if the difference in displacement in the extension direction of the track 10 becomes large, it may be necessary to consider whether the track is suitable for running the railway vehicle 20. Furthermore, if the ballast 16 becomes increasingly finer, if the sleepers 13 become increasingly deteriorated, or if it is confirmed that a fastener 18 has fallen off, it may be necessary to consider whether the track is suitable for running the railway vehicle 20.

[0025] Furthermore, the condition of the track 10 may affect the speed of the railway vehicle 20 traveling on the track 10. For example, if the displacement of the track 10 deviates significantly from the initial value, if the difference in displacement in the extension direction of the track 10 becomes large, if the ballast 16 becomes increasingly finer, if the sleepers 13 become increasingly deteriorated, or if it is confirmed that a fastener 18 has fallen off, it may be necessary to consider slowing down the traveling speed of the railway vehicle 20.

[0026] The railway system 30 includes a terminal device 40, a track maintenance management device 50, a track condition collection data server 60, an operation data server 62, a freight management device 66, and a traveling route selection system 32. The traveling route selection system 32 includes a traveling route selection device 70. The traveling route selection system 32 may include the terminal device 40, or may include the track maintenance management device 50, the track condition collection data server 60, the operation data server 62, or the freight management device 66 in addition to the traveling route selection device 70.

[0027] The terminal device 40, the track condition collection data server 60, the operation data server 62, the cargo management device 66, and the travel route selection device 70 are connected via a communication network 38 so as to be able to communicate with each other.

[0028] Track condition information is transmitted from the terminal device 40 to the track condition collection data server 60. As a result, track condition collection data 61a is stored in the track condition collection data server 60. The track maintenance management device 50 is communicably connected to the track condition collection data server 60. The track maintenance management device 50 receives information about the status of each position on the track 10 from the track condition collection data server 60, and executes various processes for maintaining and managing the track 10. The processing results can also be transmitted to the track condition collection data server 60 for storage.

[0029] The operation data server 62 stores data for the operation of the railcar 20 on the route on which the track 10 is laid. The cargo management device 66 stores transportation data for freight cars or cargo transported by the railcar 20. The cargo is, for example, a rail container.

[0030] A weather data server 64 storing weather data for each area including the route on which the track 10 is laid may be connected to the communication network 38 .

[0031] The traveling route selection device 70 can receive data for operation from the operation data server 62. The traveling route selection device 70 can also receive weather data from the weather data server 64 and track condition data from the track condition collection data server 60. The traveling route selection device 70 identifies an initial route along which travel is planned based on operation information included in the data for operation. Then, for that initial route, the suitability of traveling the traveling route of the railway vehicle 20 can be determined based on the weather information included in the weather data and the track information included in the track condition data.

[0032] Furthermore, when the initial route is determined to be unsuitable for travel, the travel route selection device 70 can search for multiple candidate routes based on the operation information. Furthermore, the travel route selection device 70 can select a route suitable for travel from among the multiple candidate routes based on the operation information, meteorological information included in the weather data, and track condition data.

[0033] The communication network 38 may be a wired or wireless network, or may be a combination of these. The communication network 38 may also be a public communication network or a communication network using dedicated lines.

[0034] It is not essential that the terminal device 40, the track condition collection data server 60, the operation data server 62, the cargo management device 66, the traveling route selection device 70, and the weather data server 64 be communicatively connected via the communication network 38. For example, the track condition collection data server 60 and the traveling route selection device 70 may be communicatively connected via a dedicated communication line. The traveling route selection system 32 may incorporate the functions of the track condition collection data server 60, the operation data server 62, the cargo management device 66, or the weather data server 64. Furthermore, data associating the state of the track 10 with a position on the track 10 may be transmitted directly from the terminal device 40 to the traveling route selection device 70. In this case, the data server 90 may be omitted. Furthermore, the track maintenance management device 50 may be connected to the track condition collection data server 60 via the communication network 38.

[0035] The configuration of each part of the railway system 30 will be described.

[0036] The terminal device 40 is a device mounted on the railway vehicle 20. The terminal device 40 is a device for detecting the state of the track 10 when the railway vehicle 20 travels on the track 10 and providing the detection results to the travel route selection device 70. The detection results may be provided to the travel route selection device 70 indirectly via the data server 60, as in the present embodiment, or may be provided to the travel route selection device 70 directly.

[0037] For example, the terminal device 40 includes a sensor 42 as a track condition detection unit and a communication device 46 as a transmission unit. The sensor 42 is a sensor that detects the condition of the track 10. The communication device 46 is a communication device that includes a transmission circuit. Data transmitted from the transmission unit is sent to the track condition collection data server 60, and then transmitted from the track condition collection data server 60 to the communication device 71, i.e., input. Thus, the track condition is transmitted from the communication device 46 to the communication device 71 so that it can be input thereto.

[0038] In this embodiment, the terminal device 40 includes a running position detection unit 44. The running position detection unit 44 detects the running position of the railcar 20 on the track 10. The running position is the position of the railcar 20 in the longitudinal direction of the track 10. The running position of the railcar 20 may be a position (e.g., kilometers) based on a fixed position in the longitudinal direction of the track 10 (e.g., the starting point of the track or any station), or may be a position based on an arbitrary position in the longitudinal direction of the track 10. For example, the running position detection unit 44 may include a rotation speed detection sensor that detects the number of rotations of the wheels and output a running distance from any position based on the detection result of the rotation speed detection sensor. A sensor that detects the vehicle speed based on the number of rotations of the railcar 20 is sometimes called a tachometer generator. Because the running distance can be determined by integrating the speed, the running position detection unit 44, which includes a rotation speed detection sensor, may output the speed at regular intervals.

[0039] Furthermore, for example, the running position detection unit 44 may include a GPS (Global Positioning System) receiving unit in a GNSS (Global Navigation Satellite System), and output latitude and longitude information obtained from a signal received by the GPS receiving unit, or a position in the longitudinal direction of the track 10 based on the latitude and longitude information.

[0040] The terminal device 40 may also include a track condition information data generating device 48. The track condition information data generating device 48 is, for example, a computer including a processor configured with electric circuits. The track condition information data generating device 48 generates data that associates the running position detected by the running position detecting unit 44 with the track condition detected by the sensor 42. The data is transmitted to the outside of the railway vehicle 20 via the communication device 46.

[0041] If the traveling route selection system 32 includes a terminal device 40 mounted on the railway vehicle 20, the state of the track 10 is detected when the railway vehicle 20 travels on the track 10. Therefore, the state of the track 10 is quickly updated, and it becomes easy to appropriately determine the suitability of traveling along the initial route and to appropriately evaluate candidate routes based on the state of the track 10.

[0042] FIG. 2 is a schematic diagram showing a sensor 42 provided on the railway vehicle 20. The sensor 42 may be an image sensor supported from the railway vehicle 20 so as to capture an image of the area below. The imaging range of the sensor 42 may be a range including the rail 12a or 12b. If the imaging range includes the rail 12a or 12b, the position of the rail 12a or 12b in a planar view can be detected based on the captured image. Furthermore, by irradiating the imaging range with slit light and applying the light-section method, the three-dimensional position of the rail 12a or 12b can be detected based on the captured image. The imaging range may also be a range including the sleepers 13. In this case, the degree of deterioration of the sleepers 13 can be determined by determining the similarity between images of normal sleepers 13 and images of deteriorated sleepers 13 with respect to images of the sleepers 13 captured in the imaging range. The number of fasteners 18 per unit distance can be detected by determining the presence or absence of fasteners 18 captured in the images of the sleepers 13. The imaging range may also be a range including the ballast 16. The fineness of the ballast 16 may be detected by extracting the edges of the lumps 17 of the ballast 16 that appear in the imaging range, and determining the size of the lumps 17 from the extracted edges, the edge proportion, or the degree of edge variation.

[0043] The sensor 42 does not have to be an image sensor. For example, if the displacement of the rails 12 a, 12 b is large, it is conceivable that the railway vehicle 20 will sway significantly. Therefore, an acceleration sensor that detects the sway of the railway vehicle 20 may be used as the sensor, and the displacement of the rails 12 a, 12 b may be determined based on the acceleration detected by the acceleration sensor.

[0044] It is not essential that the travel route selection system 32 include a terminal device 40 mounted on the railway vehicle 20. The track condition information may be based on data input as a result of visual inspection by an inspection worker.

[0045] 1, the data server 60 for collecting track conditions is a computer equipped with a storage device 61. The data server 60 for collecting track conditions may be a cloud server. Information associating a track state with a position is transmitted from the terminal device 40 to the data server 60 for collecting track conditions. The storage device 61 stores collected data 92a in which the track state is associated with a position on the track 10.

[0046] The storage device 61 may store data transmitted from multiple railway vehicles 20. By collecting data transmitted from multiple railway vehicles 20, the storage device 61 can comprehensively collect information on the state of the track 10. When multiple pieces of information on the state of a specific track 10 are collected, it is advisable to label the data with the detection date and time and store the data. This makes it possible to understand changes over time in the track state at each position on the track 10.

[0047] The track maintenance management device 50 is a computer communicably connected to the track condition collection data server 60. The track maintenance management device 50 determines whether or not maintenance is required based on the track condition, for example.

[0048] The track maintenance management device 50 includes a track maintenance processing device 52. The track maintenance processing device 52 is configured by a computer including a processor 53 such as a CPU, a storage device 54, a communication device 55, and the like.

[0049] The track maintenance processing device 52 is communicatively connected to the track condition collection data server 60 via a communication device 55. Track condition information indicating the condition of the track 10, including any one of displacement information of the track 10, information indicating the granulation of the ballast 16, information indicating the condition of the sleepers 13, and fastening status information of the fasteners 18, is input to the communication device 55. The track condition information including any one of displacement information of the track 10, information indicating the granulation of the ballast 16, information indicating the condition of the sleepers 13, and fastening status information of the fasteners 18 includes not only the case where the track condition information includes only one of the plurality of pieces of information, but also the case where the track condition information includes multiple types of information from the plurality of pieces of information. Therefore, for example, the track condition information may include one or more types of information selected from the group including displacement information of the track 10, information indicating the granulation of the ballast 16, information indicating the condition of the sleepers 13, and fastening status information of the fasteners 18. The communication device 55 is an example of an input unit including an input circuit.

[0050] The processor 53 includes a circuit. The track maintenance processing device 52 receives track condition collection data 61a stored in the track condition collection data server 60 via the communication device 55 and stores the data in the storage device 54. The data downloaded to the storage device 54 may be a portion of the track condition collection data 61a that belongs to the track 10 that is the target for determining whether maintenance is required.

[0051] The processor 53 serves as a control unit and executes processing in accordance with a program 54a stored in the storage device 54. For example, the processor 53 reads track condition information corresponding to the track 10 for which maintenance is to be determined. The processor 53 then compares the read track condition information with reference values ​​described in the index data stored in the storage device 54 to determine whether the track 10 should be subject to maintenance. For example, the processor 53 suggests maintenance when the amount of displacement of the track 10 relative to its initial value or the difference in displacement in the extension direction of the track 10 exceeds or is equal to or greater than a predetermined reference value. Alternatively, the processor 53 suggests maintenance when the index value indicating granulation of the ballast 16 exceeds or is equal to or greater than a predetermined reference value, when the track condition indicates deterioration of the sleepers 13, or when the number of fasteners 18 per unit distance is equal to or less than a predetermined reference value.

[0052] A display device 57 and an input unit 56 may be connected to the track maintenance processing device 52. The display device 57 may be a liquid crystal display device, an organic EL (Electro-Luminescence) display device, or the like. A display device provided on a smartphone, a tablet terminal, or the like may also be used as the display device 57. The input unit 56 receives various instructions from a user for the track maintenance processing device 52. The input unit 56 may be a keyboard including multiple switches, a mouse, a touch panel, or the like. Proposed maintenance locations on the track 10 may be displayed on the display device 57.

[0053] The operation data server 62 is a computer equipped with a storage device 63. The operation data server 62 may be a cloud server. The storage device 63 stores, for example, route data 63a, operation plan data 63b, and worker data 63c. The route data 63a is data including the connection relationships of the route along which the track 10 is laid and the positions of stations on the route. The stations may be stations where passengers get on and off, or may be freight stations.

[0054] The line data 63a may include location information of the route, which may be specified by, for example, latitude and longitude or by the subdivision of the area in which the track 10 is laid.

[0055] The operation plan data 63b is data that specifies the travel time of the railway vehicle 20 on the track 10. The operation plan data 63b is, for example, a diagram that specifies the travel route, the passing time at each station, and the like.

[0056] The worker manpower data 63c is data specifying the amount of work that can be performed at each station. The amount of work may be expressed by the number of workers assigned to each station. The amount of work may be specified by time period. The work may include coupling or uncoupling of freight cars, or loading and unloading of cargo.

[0057] The weather data server 64 is a computer equipped with a storage device 65. The weather data server 64 may be a cloud server. The storage device 65 stores, for example, weather data 65a. The weather data 65a may include weather information such as sunny, rainy, cloudy, or snowy. The weather data 65a may also include rainfall information or wind speed information. It is preferable that the weather data 65a be data predicted for the future, but this is not essential.

[0058] The cargo management device 66 is a computer equipped with a storage device 67. The cargo management device 66 may be realized by a cloud server. The storage device 67 stores, for example, transportation data 67a for freight cars and cargo. This data includes the departure and arrival stations of the freight cars, or the departure and arrival points of the cargo. Based on the departure and arrival stations of the freight cars included in the transportation data 37a, the route on which the freight cars will travel is determined, and the freight car uncoupling and coupling stations are identified. Based on the departure and arrival points of the cargo included in the transportation data 37a, the stations at which the cargo is loaded onto the railcar 20 and the stations at which the cargo is unloaded are identified. The transportation data 67a includes data identifying the coupling and uncoupling stations of the freight cars and the freight unloading stations.

[0059] The freight car and cargo transportation data 67a is set, for example, so that freight can be efficiently transported for the railcar 20 traveling on the initial route. When the traveling route of the railcar 20 is changed from the initial route, the freight car and cargo transportation data 67a may or may not be changed.

[0060] When the travel route of the railway vehicle 20 is changed from the initial route, the transportation data 67a of the freight car and cargo may be changed by allocation work by the cargo management person, or may be changed by automatic allocation work by a computer.

[0061] For example, an ID tag device is attached to cargo and freight cars. An identification code is assigned to the ID tag device. The ID tag includes a GPS receiver and can identify its own location. A reader that reads the ID tag device is installed on a conveying device or station that handles cargo. The reading results of the ID tag device are transmitted to the cargo management device 66 via the communication network 38, allowing the cargo management device 66 to manage the location of each cargo and freight car.

[0062] If the current position of the freight car is identified and the arrival station is included in the transportation data 67a, a route suitable for the freight car's travel can be searched for by computer processing using a shortest route search algorithm, etc. Therefore, if the route of railcar 20 is changed, it can be determined by computer processing at which station the freight car coupled to railcar 20 should be detached, or at which station another freight car should be coupled to railcar 20.

[0063] Furthermore, if the current location of the cargo is identified and the destination of the cargo is included in the transportation data 67a, a route suitable for transporting the cargo can be searched for by computer processing using a shortest route search algorithm, etc. Therefore, if the route of the railcar 20 is changed, it can be determined by computer processing which cargo should be loaded onto the railcar 20 at which station, and at which station the cargo loaded on the railcar 20 should be unloaded.

[0064] The following describes the travel route selection device 70. Fig. 3 is a block diagram showing the travel route selection device 70. The travel route selection device 70 includes a travel route selection processing device 72. The travel route selection processing device 72 is configured by a computer including a processor 73 such as a CPU, a storage device 74, a communication device 71, etc.

[0065] The processor 73 includes an arithmetic circuit. The processor 73 is an example of a control unit that searches for multiple candidate routes and selects a travel route from among the multiple candidate routes. The processor 73 is also an example of a control unit that determines whether travel along an initial route is appropriate and, if travel along the initial route is determined to be inappropriate, selects the travel route. The storage device 74 is configured with a non-volatile storage device such as an HDD (hard disk drive) or an SSD (solid-state drive). The storage device 74 stores, for example, a program 74a, various data such as route information 74b, index data 74c, an initial route 74d, track condition information 74e, weather data 74f, and work information 74g. For convenience, the travel feasibility factor information 75a includes the track condition information 74e and the weather data 74f. The delay factor information 75b includes the track condition information 74e, the weather data 74f, and the work information 74g. The communication device 71 is a circuit that allows the route selection processing device 72 to communicate via the communication network 38. The communication device 71 includes an input circuit that receives signals via communication.

[0066] The travel route selection device 70 is communicably connected to the track condition collection data server 60 , the operation data server 62 , the weather data server 64 and the cargo management device 66 via a communication device 71 .

[0067] Track condition information from the track condition collection data server 60 is received via the communication device 71 and stored as track condition information 74e in the storage device 74. The track condition information 74e includes, for example, track irregularity information indicating the displacement of the track 10, ballast information indicating the fineness of the ballast, sleeper information indicating the presence or absence or degree of deterioration of the sleepers, or fastener information indicating the number of fasteners fastened.

[0068] Route information data, operation plan data, and worker labor data are received from the operation data server 62 via the communication device 71. Route information 74b is stored in the storage device 74. The route information 74b includes information on the railway track from the departure point to the destination point of the railway vehicle 20. If there are multiple railway tracks from the departure point to the destination point, the route information 74b includes information on the multiple railway tracks. Therefore, by referencing the route information 74b, candidate routes other than the initial route can be searched for. Furthermore, a planned initial route for the railway vehicle 20 is identified based on the operation plan data, and an initial route 74d for the railway vehicle 20 is stored in the storage device 74. The initial route 74d is the route along which the railway vehicle 20 travels from the departure point to the destination point. Furthermore, the labor of workers at each station is identified based on the worker labor data, and worker labor information 74g2 for each station is stored in the storage device 74.

[0069] Weather data from the weather data server 64 is received via the communication device 71. Weather data 74f is stored in the storage device 74. The weather data 74f includes, for example, weather information, rainfall information, or wind speed information.

[0070] Transportation data from the cargo management device 66 is received via the communication device 71. Transportation data 74g1 is stored in the storage device 74. The transportation data 74g1 includes information specifying a station where a freight car is coupled or uncoupled, or information specifying a station where cargo is loaded or unloaded.

[0071] The transportation data 74g1 may be modified, for example, so that freight cars or cargo planned to be coupled or loaded under the conditions of the initial route are uncoupled or unloaded at a stop station on the candidate route, depending on the stop station on the candidate route. For example, if a stop station on the candidate route is closer to the final destination of the freight cars or cargo than a station on the initial route, it is possible to uncouple at least some of the freight cars at the stop station on the candidate route, or unload at least some of the cargo at the stop station. Furthermore, for example, if a stop station on the candidate route is closer to the departure point of other freight cars or cargo, it is possible to couple other freight cars at the stop station on the candidate route, or load other cargo at the stop station. Furthermore, the coupling or uncoupling of freight cars or the loading and unloading of cargo at a stop station may be determined by human judgment or by computer processing. For example, a computer may calculate the distance between each station and the final destination based on the location information of each freight car or cargo and the location information of each station, and if the distance between a stop station and the final destination is the shortest, the computer may set that stop station as a freight car uncoupling station or a cargo loading / unloading station. Similar determinations may be made regarding the relationship between the freight car or cargo origin and a stop station, and a freight car coupling station or a cargo loading station may be added.

[0072] The transportation data 74g1 may be updated by the travel route selection device 70 that has received the transportation data 74g1. The cargo management device 66 may receive the candidate route, update the transportation data 74g1 based on the candidate route, and transmit the updated transportation data 74g1 to the travel route selection device 70.

[0073] Continuous rain, heavy rainfall, or excessively high wind speeds can deteriorate the condition of the track 10. Therefore, the weather information included in the weather data 74f can be considered a factor that deteriorates the condition of the track 10. In other words, the weather information in the weather data 74f is an example of a track condition deterioration factor.

[0074] Furthermore, when the track condition itself included in the track condition information 74e has deteriorated, and when deterioration of the track condition is predicted due to weather conditions as a track condition deterioration factor, careful consideration will be given to running on the track 10. For this reason, the track condition information 74e and the weather data 74f as a track condition deterioration factor are an example of running feasibility factor information 75a that is a factor in determining whether the railway vehicle 20 can run.

[0075] The track condition information 74e and weather data 74f are input via the communication device 71 as an input unit, and thus successively updated information is stored in the storage device 74. The track condition information 74e indicates the track condition at each position on the track 10, and therefore includes track condition information associated with the initial route. The weather data 74f is weather associated with each region, and the positions of the track 10 are also associated with regions by subdivisions, etc. Therefore, the weather data 74f includes meteorological information associated with the initial route. By referring to the weather data 74f, the weather of the regions through which the initial route passes can be identified.

[0076] Furthermore, if it rains continuously, the amount of rain is heavy, or the wind speed is too high, it is considered to reduce the speed of the railway vehicle 20 traveling on the track 10. Therefore, the weather information in the weather data 74f is an example of delay factor information 75b that includes factors that cause delays when the railway vehicle 20 travels on the track 10.

[0077] Furthermore, if the track condition itself included in the track condition information 74e has deteriorated, consideration is given to reducing the speed of the railway vehicle 20 traveling on the track 10. Therefore, the track condition information 74e is an example of delay factor information 75b that includes factors that cause delays when the railway vehicle 20 travels on the track 10.

[0078] Furthermore, the coupling and uncoupling of freight cars and the loading and unloading of freight at intermediate stations can cause delays when railcars 20 travel along track 10. This is because the amount of time required to couple and uncouple freight cars depends on the number of freight cars, and the amount of time required to load and unload freight cars depends on the number of freight cars.

[0079] The worker effort information 74g2 can also be a factor in delays when the railcar 20 travels on the track 10. This is because a large number of worker efforts can shorten the work time, whereas a small number of worker efforts increases the work time. For this reason, the work information 74g, which includes the transportation data 74g1 and the worker effort information 74g2, is an example of delay cause information 75b.

[0080] The storage device 74 stores index data 74c including threshold values ​​for various determinations when the processor 73 executes processing. The index data 74c is a value that is empirically and experimentally determined and set in advance.

[0081] The processor 73, as a control unit, executes processing in accordance with a program 74a stored in the storage device 74. For example, the processor 73 searches for a plurality of candidate routes based on the route information 74b, and for each of the plurality of candidate routes, calculates an evaluation value corresponding to the suitability of traveling based on the predicted travel time and delay factor information 75b corresponding to the candidate route. The processor 73 then executes processing to select a traveling route from among the plurality of candidate routes based on the plurality of evaluation values ​​calculated for each of the plurality of candidate routes. Also, for example, the processor 73 determines the suitability of traveling an initial route based on the traveling feasibility factor information 75a, and if traveling the initial route is determined to be unsuitable, executes processing to search for a plurality of candidate routes as alternative routes to the initial route.

[0082] A display device 79 and an input unit 78 may be connected to the travel route selection device 70. The display device 79 may be a liquid crystal display device, an organic EL (Electro-Luminescence) display device, or the like. A display device provided on a smartphone, a tablet terminal, or the like may also be used as the display device 79. The input unit 78 accepts various instructions from a user. The input unit 78 may be a keyboard including multiple switches, a mouse, a touch panel, or the like. The selected travel route may be displayed on the display device 79.

[0083] FIG. 4 is a diagram showing an example of a route of the track 10 that is the target of the travel route selection system 32. For ease of explanation, FIG. 4 shows a simplified route. In FIG. 4, the route includes a first route R1, a second route R2, and a third route R3. The first route R1 is a route that passes diagonally up and down when viewed from the top of FIG. 4 . Stations A and B are set along the first route R1. Note that in the figure, station A is represented as "A.Sta.", and station B is represented as "B.Sta.". The second route R2 is a route that detours along the first route R1. The second route R2 branches off from the first route R1 at stations A and B, and detours between stations A and B of the first route R1. A via station C is set along the second route R2. In the figure, via station C is represented as "C.Sta.". The third route R3 is a route that detours partway along the first route R1. The third route R3 branches off from the first route R1 at stations A and B, and detours the first route R1 between stations A and B. The second route R2 and the third route R3 detour on opposite sides of the first route R1. A stop station D is set along the third route R3. In the diagram, the stop station D is denoted as "D.Sta."

[0084] Each time the railway vehicle 20 travels along the first route R1, the second route R2, and the third route R3, the state of each position on the track 10 is detected and stored in the data server 90. Based on the stored state of the track 10, the travel route selection device 70 can grasp the track state of each position on the first route R1, the second route R2, and the third route R3.

[0085] It is conceivable that an unsuitable condition for the travel of the railcar 20 may arise between Station A and Station B on the first route R1. In this case, it is conceivable that the railcar 20 may take the second route R2 or the third route R3. A determination based solely on the travel distance or the required time based on the travel distance and the commercial speed may not be able to appropriately select the second route R2 or the third route R3. This is because the actual travel speed of the railcar 20 may need to take into account the condition of the track 10, and various work may occur at each station depending on the freight cars coupled or the cargo carried, which may result in delays due to the work. This embodiment relates to a technology for selecting an appropriate route from multiple candidate routes.

[0086] An example of processing by the control unit in the travel route selection device 70 will be described with reference to the flowchart shown in FIG.

[0087] Here, an example of processing will be described that targets a specific railway vehicle 20 traveling on a specific initial route. The initial route is, for example, the first route R1 in Fig. 4. The following processing may be executed for all railway vehicles 20 traveling on the track 10 that is the processing target.

[0088] In step S1, it is determined whether or not factors that may cause track condition deterioration have occurred on the initial route R1 based on the weather data 74f.

[0089] For example, a track condition deterioration factor may be determined to have occurred when the amount of rainfall exceeds or reaches a predetermined threshold. The amount of rainfall may be the amount of rainfall per unit time or the accumulated amount of rainfall. The amount of rainfall may be the amount of rainfall at the time of determination or the amount of rainfall predicted for the future.

[0090] Furthermore, for example, it may be determined that a track condition deterioration factor has occurred when the wind speed exceeds or reaches a predetermined threshold. The wind speed may be the wind speed at the time of determination or a predicted wind speed in the future.

[0091] Furthermore, for example, it may be determined that a track condition deterioration factor has occurred when the weather is rainy or snowy. The weather may be the weather at the time of determination, or may be predicted weather in the future.

[0092] If it is determined in step S1 that a factor that may cause track condition deterioration has occurred, the process proceeds to step S2.

[0093] In step S2, the suitability of traveling along the initial route R1 is determined based on the travel propriety factor information. The suitability of traveling along the initial route R1 may be determined based on the track condition information 74e for the initial route R1 and the track condition deterioration factor information corresponding to the initial route R1.

[0094] For example, the condition of the initial route R1 according to the track condition information 74e is quantified as a value Q1. For example, the worse the condition, the larger the value Q1 indicating the track condition is quantified. For example, the value indicating the track condition may be the displacement from the initial state or the longitudinal displacement of the track 10 itself, a value proportional to the reciprocal of the average particle size of the ballast, a value set to increase according to the degree of deterioration of the sleepers, or a value proportional to the number of fallen fasteners. The value Q1 may also be a value that comprehensively reflects multiple types of track conditions.

[0095] The value Q1 may be based on the results of track condition information available at the time of the determination. The value Q1 may also be based on condition information of the track 10 estimated from the past deterioration progression rate. For example, if the degree of progress of track 10 displacement per unit time is known from past detection results, the current displacement of the track 10 can be estimated by adding the value obtained by multiplying the elapsed time from the detection of the displacement information to the current time by the deterioration progression rate to the obtained displacement information of the track 10. Similarly, the current condition can be estimated from the past progression rate using the fineness of the ballast, the number of fasteners tightened, etc. The value Q1 may be calculated based on the estimated track information.

[0096] Furthermore, the weather condition is quantified as a value Q2, for example, so that the worse the weather, the larger the value Q2. For example, the value Q2 indicating the weather condition may be larger for rain or snow than for sunny or cloudy. The value Q2 indicating the weather condition may be a value proportional to the amount of rain or wind speed. The value Q2 indicating the weather condition may be a value that comprehensively reflects the weather, the amount of rain, and the wind speed.

[0097] In addition, if the weather data 74f associates weather, rainfall, wind speed, etc. with a location, and the position of the initial route R1 on the map is identified, the weather, rainfall, wind speed, etc. for the initial route R1 can be obtained.

[0098] Then, for example, the values ​​Q1 and Q2 are multiplied or multiplied to obtain a value Q3, which is then compared with a threshold value K1. If the value Q3 exceeds or is equal to or greater than the threshold value K1, the initial route R1 is determined to be unsuitable for travel; otherwise, it is determined to be suitable for travel.

[0099] The determination of whether the initial route R1 is suitable for travel may be made based only on the track condition information 74e for the initial route R1, or may be made based only on the track condition deterioration factor information corresponding to the initial route R1.

[0100] If it is determined in step S2 that the vehicle is unsuitable for traveling, the process proceeds to step S3, and if it is determined that the vehicle is not unsuitable for traveling, the process returns to step S1.

[0101] In step S3, multiple candidate routes from the departure point to the destination point are searched for as alternative routes to the initial route R1 based on the route information 74b. The candidate routes may be searched for using a search algorithm such as a decision tree based on the route information 74b. For example, as shown in FIG. 4, a second route R2 and a third route R3 from station A to station B are searched for.

[0102] In the next step S4, a process of selecting a travel route from the plurality of candidate routes R2 and R3 is executed.

[0103] In the next step S5, the selected driving route is output. For example, the driving route is output as an image signal and displayed on the display device 79. The driving route is output as communication data from the communication device 71 and provided to the operation data server 62 or the like via the communication network 38.

[0104] The process of selecting a travel route from the plurality of candidate routes R2 and R3 will be described with reference to the flowchart shown in FIG.

[0105] In step S11, one of the plurality of candidate routes R2 and R3 is selected.

[0106] In the next step S12, a predicted travel time T1 is acquired. The predicted travel time T1 is, for example, the time required for the railway vehicle 20 to travel along the candidate routes R2 and R3 based on specifications and design, and is calculated based on, for example, the distances of the candidate routes R2 and R3, the operating speed of the railway vehicle 20 on the candidate routes R2 and R3, etc. The predicted travel time T1 may be the sum of the reference travel time between each station. The reference travel time is the standard travel time required to travel between the stations, taking into account the distance between the stations, gradients, curves, the performance of the railway vehicle 20, etc. The predicted travel time T1 is an example of a reference evaluation value used for evaluation when selecting the candidate routes R2 and R3.

[0107] In the next step S13, a scheduled work time T2 is calculated. The scheduled work time is the time required for coupling / uncoupling freight cars and loading / unloading freight at each station, and is an example of an additional evaluation value calculated based on the work information 74g. As described above, the work information 74g includes the details of the coupling / uncoupling and loading / unloading work at each station and the manpower required for each station. Once the work details, i.e., the coupling / uncoupling work of freight cars and the amount of freight to be unloaded, are identified, the amount of work required for the work can be identified. The work time at each station is calculated by dividing the work amount corresponding to the work details identified at each station on the candidate routes R2 and R3 by the manpower required for the manpower required for the work, and the work times at each station are added up to calculate the scheduled work time T2.

[0108] For example, in the example shown in Figure 7, freight car separation work occurs at station C along candidate route R2, and the required work time is T2c. Furthermore, cargo unloading work occurs at destination station B, and the required work time is T2b1. Therefore, the scheduled work time T2 for candidate route R2 is the sum of T2c and T2b1.

[0109] Additionally, freight car uncoupling work occurs at intermediate station D on candidate route R3, and the required work time is T2d. Furthermore, cargo unloading work occurs at destination station B, and the required work time is T2b2. Therefore, the scheduled work time T2 for candidate route R2 is the sum of T2d and T2b2.

[0110] Since candidate routes R2 and R3 have different intermediate stations, the loading and unloading of cargo at destination station B may differ depending on the loading and unloading of cargo at the intermediate stations. Furthermore, if the passing lines are different, the arrival platforms may differ, and the number of workers, equipment, etc. that can be deployed may differ depending on the platform. Therefore, the loading and unloading times T2b1 and T2b2 of cargo at destination station B may differ. The loading and unloading times T2b1 and T2b2 of cargo at destination station B may not be taken into consideration.

[0111] In the next step S14, an additional evaluation time S for the track condition is calculated based on the track condition information 74e. For example, the additional evaluation time S is a numerical value that increases as the condition of the track 10 becomes worse. For example, the additional evaluation time S may be the displacement from the initial state or the longitudinal displacement of the track 10 itself, a value proportional to the reciprocal of the average particle size of the ballast, a numerical value set to increase according to the degree of deterioration of the sleepers, or a value proportional to the number of fallen fasteners. The additional evaluation time S may be a value that comprehensively reflects a plurality of types of track conditions.

[0112] The additional evaluation time S may be a time obtained by predicting a decrease in the speed of the railway vehicle 20 that may occur due to a deterioration in the condition of the track 10 and predicting a delay in operation time that may occur due to the decrease in speed.

[0113] Similar to the value Q, the additional evaluation time S may be based on the results of track condition information available at the time of the determination, or on condition information of the track 10 estimated from the rate of progression of deterioration in the past.

[0114] In steps S13 and S14, the evaluation value to be added is calculated taking into account the delay factor information 75b.

[0115] In the next step S15, the predicted operating time T1, the planned work time T2, and the added evaluation time S are added together to calculate the predicted total operating time for the railway vehicle 20 from the departure station A to the destination station B.

[0116] Note that step S20 may be executed before step S15, in which an additional evaluation time Sa for weather information corresponding to the candidate route is calculated. The additional evaluation time Sa for weather information is a numerical value that increases as the weather worsens. For example, the additional evaluation time Sa may be a larger value for rainy or snowy weather than for sunny or cloudy weather. The additional evaluation time Sa may be a value proportional to the amount of rainfall or wind speed. The additional evaluation time Sa may be a value that comprehensively reflects the weather, rainfall, and wind speed. The additional evaluation time Sa may be a time that predicts a delay of the railway vehicle 20 that may occur due to worsening weather.

[0117] In this case, the additional evaluation time Sa may be added to the predicted total operation time. The predicted total operation time may be a time obtained by adding at least one selected from a group including the predicted operation time T1, the scheduled work time T2, the additional evaluation time S, and the additional evaluation time Sa to the predicted operation time T1.

[0118] In step S16, which follows step S15, it is determined whether the predicted total travel time is the minimum value. If there are no candidate routes that have been considered, it is determined to be the minimum value. If there are candidate routes that have been considered, the candidate route has been temporarily selected. The predicted total travel time calculated this time is compared with the predicted total travel time of the selected candidate route. If the predicted total travel time calculated this time is shorter than the predicted total travel time of the selected candidate route, it is determined to be the minimum.

[0119] If it is determined that the currently calculated predicted total travel time is the shortest, the process proceeds to step S17, where the currently selected candidate route that was the subject of the determination is selected as the travel route.

[0120] If it is not determined to be the minimum in step S16, the process proceeds to step S19, where the selected travel route is maintained.

[0121] After steps S16 and S19, the process proceeds to step S18, where it is determined whether there are any other candidate routes that have not yet been considered. If it is determined that there are any other candidate routes, the process returns to step S11 and the above process is repeated. If it is determined that there are no other candidate routes, the process of selecting a travel route ends.

[0122] By repeating the above process for a plurality of candidate routes, the candidate route with the shortest predicted total travel time is selected as the travel route.

[0123] In this embodiment, the predicted total travel time is calculated as an evaluation value according to the traveling suitability. The evaluation value does not have to be the predicted total travel time, and may be, for example, an evaluation value that is correlated with the predicted total travel time.

[0124] FIG. 8 is an example of a screen displaying a travel route R3 selected from multiple candidate routes R2 and R3 on a display device 79. As shown in the figure, multiple routes R1, R2, and R3 are displayed on the screen. The selected route R3 from routes R2 and R3 is displayed so as to be distinguishable from the others. For example, the selected route R3 may be displayed with a bold line, in a different color, or with text or a mark indicating that it has been selected. It may also be displayed that the initial route R1 is not suitable for travel. For example, a mark 100 indicating an unsuitable section of the initial route R1 may be added.

[0125] According to the travel route selection system 32 and travel route selection method configured as described above, an evaluation value for selecting a travel route from among a plurality of candidate routes is calculated based on the predicted travel time T1 and information on delay factors predicted to be encountered when the railway vehicle 20 travels along candidate routes R2 and R3. Therefore, a more appropriate travel route can be selected by performing an evaluation based on the travel time according to the actual situation, depending on the predicted delay factors. For example, the predicted total travel time is calculated taking into account not only the distances of routes R2 and R3, but also the work time at each station and the condition of the track 10, and a more appropriate travel route is selected to enable arrival in the shortest time.

[0126] Furthermore, the suitability of traveling the initial route is determined based on the travel propriety factor information associated with the initial route, and if it is determined that traveling the initial route is unsuitable, a plurality of candidate routes are searched for as alternative routes to the initial route, and a travel route is selected. Thus, the suitability of traveling the initial route is appropriately determined.

[0127] In addition, since the suitability of traveling along the initial route R1 is determined based on track condition information, the suitability of traveling along the initial route R1 can be determined based on the condition of the track 10 even before the railway vehicle 20 becomes unable to travel on the track 10.

[0128] In addition, since the suitability of traveling along the initial route R1 is determined based on the track condition deterioration factor information, even before the railway vehicle 20 becomes unable to travel on the track 10, the suitability of traveling along the initial route R1 can be determined based on the track condition deterioration factor information.

[0129] Weather, rainfall, or wind speed may affect the condition of the track 10. Therefore, if the track condition deterioration factor information includes weather, rainfall, or wind speed, it is possible to more appropriately determine whether or not travel is possible based on the weather information, rainfall information, or wind speed information of the initial route R1.

[0130] Furthermore, the delay factor information includes work information 74g related to work to be performed on the railway vehicle 20 along each of the plurality of candidate routes R2, R3, and the evaluation value is calculated based on the predicted travel time T1 and the scheduled work time T2 based on the work information. Therefore, for example, it is possible to select a travel route from the plurality of candidate routes R2, R3 in consideration of the scheduled work time.

[0131] Furthermore, the delay factor information includes track condition information 74e, which includes track irregularity information, ballast information, sleeper information, or fastener information, and an evaluation value is calculated based on the predicted travel time T1 and an added evaluation time S based on the track condition information of the candidate routes R2 and R3. Therefore, it is possible to select an appropriate travel route from the multiple candidate routes R2 and R3, taking into consideration adjusting the speed of the railway vehicle 20 according to the track condition.

[0132] In addition, the delay factor information includes weather information, rainfall information, or wind speed information, and by calculating an evaluation value based on the predicted operating time T1 and an added evaluation time Sa based on the weather information, rainfall information, or wind speed information, it is possible to select an appropriate running route from among multiple candidate routes, taking into account the weather information, rainfall information, or wind speed information that may affect the speed of the railway vehicle.

[0133] Furthermore, if the evaluation value is calculated as the predicted total travel time for the railway vehicle 20 to reach the destination station B from the departure station A based on the predicted travel time T1 and delay factor information, users can easily evaluate the validity based on the evaluation value.

[0134] Furthermore, if the traveling route selection system 32 is equipped with a terminal device 40 including a sensor 42 as a track condition detection unit mounted on the railway vehicle 20 and a transmitter that transmits the detection results of the sensor 42 to the outside, the condition of the track 10 is detected when the railway vehicle 20 travels on the track 10. Therefore, the suitability of traveling or the evaluation value can be judged appropriately.

[0135] Furthermore, the travel route R3 selected from the plurality of candidate routes R2 and R3 is displayed on the display device 79. This allows the user to easily understand the selected travel route.

[0136] It is not essential that the travel route selection device 70 and the travel route selection method determine whether the initial route is suitable for travel and, if it is determined to be unsuitable, search for multiple candidate routes. Regardless of whether there is an initial route, multiple candidate routes may be searched for and a travel route may be selected from the multiple candidate routes.

[0137] [Additional Notes] The present disclosure discloses the following aspects.

[0138] A first aspect is a railway vehicle driving route selection system comprising: a memory unit that stores route information including information on the railway track from a departure point to a destination point; an input unit that inputs delay factor information including factors that cause delays when the railway vehicle travels on the railway track; and a control unit that searches for a plurality of candidate routes from the departure point to the destination point based on the route information, calculates an evaluation value corresponding to the suitability of driving for each of the plurality of candidate routes based on a predicted travel time and the delay factor information corresponding to the candidate route, and selects a driving route from among the plurality of candidate routes based on the plurality of evaluation values ​​calculated for each of the plurality of candidate routes.

[0139] According to this railway vehicle route selection system, the evaluation value used when selecting a route from among the candidate routes is calculated based on the predicted travel time and information on delay factors that the railway vehicle is predicted to encounter when traveling along the candidate route. This allows for the selection of a more appropriate route depending on the predicted delay factors.

[0140] As in the second aspect, in a railway vehicle route selection system relating to the first aspect, the memory unit stores an initial route from the departure point to the destination point, the input unit receives input of travel feasibility factor information associated with the initial route, and the control unit determines whether travel along the initial route is suitable based on the travel feasibility factor information, and if travel along the initial route is determined to be unsuitable, may search for the multiple candidate routes from the departure point to the destination point based on the route information as alternative routes to the initial route.

[0141] In this case, the suitability of traveling along the initial route is determined based on the travel feasibility factor information associated with the initial route. If traveling along the initial route is not suitable, a more appropriate travel route is selected based on the delay factor information.

[0142] As in a third aspect, in the railway vehicle travel route selection system according to the second aspect, the travel feasibility factor information is track condition information indicating the condition of the railway track on the initial route, and includes track condition information including displacement information of the railway track, information indicating ballast granulation, information indicating the condition of sleepers, or fastener fastening state information, and the control unit may determine the suitability of travel on the initial route based on the track condition information.

[0143] In this case, even before the railway vehicle becomes unable to run due to the condition of the railway track, it is possible to determine whether or not it is appropriate to run along the initial route based on the condition of the railway track.

[0144] A fourth aspect is a railway vehicle route selection system according to the second or third aspect, wherein the travel feasibility factor information includes track condition deterioration factor information corresponding to the initial route, and the control unit may determine the suitability of travel along the initial route based on the track condition deterioration factor information.

[0145] In this case, if a factor that deteriorates the track condition occurs, the suitability of traveling along the initial route can be determined based on the track condition deterioration factor information even before the railway vehicle becomes unable to travel on the railway track.

[0146] As in a fifth aspect, in the system for planning a railcar route according to the fourth aspect, the track condition deterioration factor information may include weather information, rainfall information, or wind speed information.

[0147] Weather, rainfall, or wind speed may affect the condition of the railway track. According to the fifth aspect, whether or not travel is possible is more appropriately determined based on weather information, rainfall information, or wind speed information for the travel route.

[0148] A sixth aspect is a railway vehicle route selection system relating to any one of the first to fifth aspects, wherein the delay factor information includes work information relating to work to be performed on the railway vehicle on each of the plurality of candidate routes, and the control unit may calculate the evaluation value based on the predicted operating time and the work information.

[0149] In this case, the evaluation value is calculated taking into consideration the work to be performed on the railway vehicle, so that, for example, a travel route can be selected from a plurality of candidate routes taking into consideration the work time.

[0150] A seventh aspect is a railway vehicle travel route selection system according to any one of the first to sixth aspects, wherein the delay factor information is track condition information indicating a condition of the railway track on each of the plurality of candidate routes, and includes track condition information including displacement information of the railway track, information indicating ballast granulation, information indicating the condition of sleepers, or fastener fastening state information, and the control unit may calculate the evaluation value based on the predicted operating time and the track condition information of the candidate routes.

[0151] In this case, the evaluation value is calculated taking into account track condition information, so that a travel route can be selected from a plurality of candidate routes, taking into account, for example, adjustment of the train speed depending on the track condition.

[0152] An eighth aspect is a railway vehicle route selection system relating to any one of the first to seventh aspects, wherein the delay factor information includes weather information, rainfall information, or wind speed information, and the control unit may calculate the evaluation value based on the predicted operating time and the weather information, rainfall information, or wind speed information.

[0153] Weather, rainfall, or wind speed may affect the speed of a railway vehicle. According to the eighth aspect, a travel route can be selected from a plurality of candidate routes in consideration of weather information, rainfall information, or wind speed information.

[0154] A ninth aspect is a system for selecting a travel route for a railway vehicle relating to any one of the first to eighth aspects, wherein the control unit may calculate, as the evaluation value, a predicted total travel time for the railway vehicle to reach the destination point from the departure point based on the predicted travel time and the delay factor information for each of the plurality of candidate routes.

[0155] This makes it easier for users to evaluate the validity based on the predicted total travel time.

[0156] A tenth aspect is a railway vehicle travel route selection system according to the third or seventh aspect, which may further include a terminal device mounted on the railway vehicle traveling on the track, the terminal device including a track condition detection unit that detects the condition of the railway track, and a transmission unit that transmits the detection results of the track condition detection unit so that the results can be input to the input unit.

[0157] In this case, the state of the track is detected when the railcar runs on the track, and therefore the suitability of running or the evaluation value is determined to be appropriate.

[0158] An eleventh aspect is a railway vehicle route selection system relating to any one of the first to tenth aspects, which may further include a display device that displays the route selected from the plurality of candidate routes.

[0159] In this case, the user can easily understand the route by looking at the display device.

[0160] A twelfth aspect is a method for selecting a travel route for a railway vehicle, which searches for a plurality of candidate routes based on route information including information on the railway track from a departure point to a destination point, calculates an evaluation value corresponding to travel suitability for each of the plurality of candidate routes based on a predicted travel time and delay factor information including factors that cause delays when the railway vehicle travels on the railway track of the candidate route, and selects a travel route from among the plurality of candidate routes based on the plurality of evaluation values ​​calculated for each of the plurality of candidate routes.

[0161] According to this method for selecting a route for a railway vehicle, an evaluation value for selecting a route from among candidate routes is calculated based on the predicted travel time and information on delay factors when the railway vehicle travels along the candidate route, making it possible to select a more appropriate route depending on the predicted delay factors.

[0162] The configurations described in the above embodiment and modifications can be combined as appropriate as long as they are not mutually contradictory.

[0163] The functions of the elements disclosed herein can be performed using circuits or processing circuits, including general-purpose processors, special-purpose processors, integrated circuits, application-specific integrated circuits (ASICs), conventional circuits, and / or combinations thereof, configured or programmed to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuitry. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or hardware that is programmed to perform the recited functions. The hardware may be hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. Where the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or processor.

[0164] The above description is illustrative in all respects and is not intended to limit the scope of the present invention. It is understood that numerous variations not illustrated can be envisaged without departing from the scope of the present invention.

Claims

1. A railway vehicle driving route selection system comprising: a memory unit that stores route information including information on the railway track from a departure point to a destination point; an input unit to which delay factor information including factors that cause delays when a railway vehicle travels on the railway track; and a control unit, wherein the control unit searches for a plurality of candidate routes from the departure point to the destination point based on the route information, calculates an evaluation value corresponding to the suitability of driving for each of the plurality of candidate routes based on a predicted travel time and the delay factor information corresponding to the candidate route, and selects a driving route from among the plurality of candidate routes based on the plurality of evaluation values ​​calculated for each of the plurality of candidate routes.

2. A railway vehicle route selection system as described in claim 1, wherein the memory unit stores an initial route from the departure point to the destination point, the input unit receives travel feasibility factor information associated with the initial route, and the control unit determines whether or not travel along the initial route is suitable based on the travel feasibility factor information, and if travel along the initial route is determined to be unsuitable, searches for the multiple candidate routes from the departure point to the destination point based on the route information as alternative routes to the initial route.

3. A railway vehicle route selection system as described in claim 2, wherein the travel feasibility factor information is track condition information indicating the condition of the railway track on the initial route, and includes track condition information including displacement information of the railway track, information indicating ballast granulation, information indicating the condition of sleepers, or fastener fastening condition information, and the control unit determines the suitability of travel on the initial route based on the track condition information.

4. A railway vehicle route selection system as described in claim 2 or claim 3, wherein the travel feasibility factor information includes track condition deterioration factor information corresponding to the initial route, and the control unit determines whether or not it is appropriate to travel along the initial route based on the track condition deterioration factor information.

5. A system for selecting a travel route for railway vehicles according to claim 4, wherein the track condition deterioration factor information includes weather information, rainfall information or wind speed information.

6. A railway vehicle route selection system as described in any one of claims 1 to 3, wherein the delay cause information includes work information relating to work to be performed on the railway vehicle for each of the plurality of candidate routes, and the control unit calculates the evaluation value based on the predicted operating time and the work information.

7. A railway vehicle travel route selection system as described in claim 1, wherein the delay cause information includes track condition information indicating the condition of the railway track on each of the plurality of candidate routes, the track condition information including displacement information of the railway track, information indicating ballast granulation, information indicating the condition of sleepers, or fastener fastening status information, and the control unit calculates the evaluation value based on the predicted operating time and the track condition information of the candidate routes.

8. A railway vehicle route selection system as described in any one of claims 1 to 3, wherein the delay cause information includes weather information, rainfall information or wind speed information, and the control unit calculates the evaluation value based on the predicted operating time and the weather information, rainfall information or wind speed information.

9. A railway vehicle route selection system as described in any one of claims 1 to 3, wherein the control unit calculates, as the evaluation value, a predicted total travel time for the railway vehicle to reach the destination from the departure point for each of the plurality of candidate routes based on the predicted travel time and the delay cause information.

10. A railway vehicle route selection system as claimed in claim 3 or claim 7, further comprising a terminal device including: a track condition detection unit mounted on the railway vehicle traveling on the track, which detects the condition of the railway track; and a transmission unit which transmits the detection results of the track condition detection unit so that the results can be input to the input unit.

11. A railway vehicle route selection system as claimed in any one of claims 1 to 3, further comprising a display device for displaying the route selected from the plurality of candidate routes.

12. A method for selecting a driving route for a railway vehicle, comprising: searching for a plurality of candidate routes based on route information including information on the railway track from a departure point to a destination point; calculating an evaluation value corresponding to the suitability of driving for each of the plurality of candidate routes based on a predicted operating time and delay factor information including factors of delay when the railway vehicle travels on the railway track of the candidate route; and selecting a driving route from among the plurality of candidate routes based on the plurality of evaluation values ​​calculated for each of the plurality of candidate routes.

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