Operation management device and operation management method

Abstract

Provided is an operation management device for managing a train operation in order to create a train operation plan in which the total power consumption of all cars does not increase while satisfying a user-side request that does not increase the total movement time of passengers including a train dwell time, the operation management device comprising: a performance determination unit that determines a maintenance performance index, which is a performance index for maintaining performance pertaining to a train operation within a certain range as compared with the current operation plan, and an improvement performance index, which is a performance index for improving the performance pertaining to the train operation as compared with the current operation plan; and a car operation planning unit that sets at least one of the number of cars per train set, the number of trains, train operation intervals, or train drive control patterns, and determines, on the basis of the setting, a train operation plan in which the performance pertaining to the maintenance performance index remains within the certain range as compared with the current operation plan and the performance pertaining to the improvement performance index is improved as compared with the current operation plan.

Description

Traffic management device and traffic management method

[0001] The present invention relates to a traffic management device and a traffic management method for railway operations.

[0002] In railway operations, reducing the number of cars per train (shorter trains) allows for more trains to run while keeping the total number of cars the same. Increasing the number of trains increases the frequency of trains arriving and departing from stations, reducing passenger waiting times at stations.

[0003] Generally, increasing the number of trains requires securing drivers, but by utilizing driverless railway driving technology, it is expected that the number of trains can be increased without increasing the number of drivers.

[0004] Furthermore, Patent Document 1 describes a method for applying an expected occupancy rate to change train schedules (reducing the number of trains and services) to reduce power consumption without the maximum occupancy rate exceeding a predetermined reference value.

[0005] Japanese Patent Application Laid-Open No. 2017-132361

[0006] However, in Patent Document 1, while the passenger load factor (degree of congestion) is desired, there is a possibility that the total travel time of passengers will increase, including waiting time for trains, etc. If, as a countermeasure, trains are shortened to increase the number of trains, the number of lead cars will increase, and the running resistance per car will increase by the amount of running resistance experienced by the lead car, which will ultimately lead to an increase in the total power consumption of all cars.

[0007] Therefore, the present invention aims to provide a technology for creating train operation plans that do not increase the total power consumption of all vehicles, while satisfying users' requests not to increase the total travel time of passengers, including waiting times for trains.

[0008] In order to solve the above problems, one representative operation management device of the present invention is an operation management device that manages train operations and is equipped with a performance determination unit that determines a maintenance performance index, which is a performance index that maintains performance related to train operation within a certain range compared to the current operation plan, and an improvement performance index, which is a performance index that improves performance related to train operation compared to the current operation plan, and a vehicle operation planning unit that sets at least one of the number of cars per train, the number of trains, train operation intervals, and train drive control pattern, and based on the settings, determines a train operation plan in which performance related to the maintenance performance index is within a certain range compared to the current operation plan and performance related to the improvement performance index is improved compared to the current operation plan.

[0009] According to the present invention, by shortening train configurations, the number of trains can be increased, shortening waiting times for trains, and ultimately reducing the sum of waiting times at stations and travel time between stations (total travel time for passengers). Furthermore, in order to prevent an increase in power consumption, part of the shortened total travel time can be used to slow down the train's travel speed, thereby reducing the total travel time for passengers while suppressing an increase in power consumption. Other issues, configurations, and effects will become clear from the following description of the preferred embodiment.

[0010] Fig. 1 is a block diagram showing the configuration of an operation management device and related configurations according to an embodiment of the present invention. Fig. 2 is a diagram showing the relationship between the number of cars per train and the total power consumption of all cars. Fig. 3 is a diagram showing an example of an image of train formations when the number of cars per train is changed. Fig. 4 is a graph showing the relationship between the number of cars per train and the total travel time of passengers. Fig. 5 is a flowchart showing an example of the procedure for determining a train operation plan by determining a maintenance performance index and an improvement performance index.

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the embodiment, a traffic management device and a traffic management method for reducing the total passenger travel time while suppressing an increase in power consumption related to train operation by using a portion of the total passenger travel time saved by shortening train formations to reduce the train running speed will be described. However, the present invention is not limited to the embodiment.

[0012] 1 is a block diagram showing the configuration of an operation management device 100 according to an embodiment of the present invention and related configurations. The operation management device 100 is composed of a performance index determination unit 101 and a vehicle operation planning unit 102.

[0013] The performance index determination unit 101 has the function of determining a maintenance performance index and an improvement performance index. Here, the maintenance performance index is a train operation performance index that maintains train operation performance within a certain range compared to the current operation plan. Also, the improvement performance index is a train operation performance index that improves train operation performance compared to the current operation plan. Both the maintenance performance index and the improvement performance index are set by each operator according to the characteristics of the operation mode, etc.

[0014] Therefore, the following indicators can be given as examples of performance indicators for train operation: Total travel time of train passengers (the sum of waiting time at stations and travel time between stations) Amount of power consumed in train operation Train occupancy rate or congestion level Loss of regenerative power of train (light load regeneration due to the presence or absence of other trains around the train)

[0015] In this embodiment, among the above-mentioned indicators, the improvement performance indicator is assumed to be at least one of the total passenger travel time (the sum of the waiting time at a station and the travel time between stations), the occupancy rate or congestion level on the train, and the amount of lost regenerative power of the train (light load regeneration due to the presence or absence of other trains nearby). Furthermore, the maintenance performance indicator is assumed to be the amount of power consumed by the train. However, which indicator is designated as the improvement performance indicator or the maintenance performance indicator may be changed as appropriate depending on the characteristics and requirements of the operator and the route. For example, by increasing the number of trains, the waiting time at a station during the total passenger travel time, which is listed as an improvement performance indicator, decreases, and the occupancy rate or congestion level on the train also decreases. Conversely, the amount of power consumed by the train, which is listed as a maintenance performance indicator, increases.

[0016] In addition to the above-mentioned performance, other performance that is improved incidentally by improving the above-mentioned performance may be added to the performance index. For example, if the occupancy rate or congestion level on a train can be reduced, the burden of ticket gate operations at stations will be reduced and the risk of train delays will be reduced, which may result in shorter station stop times.

[0017] The vehicle operation planning unit 102 has a function of determining a train operation plan. Specifically, the vehicle operation planning unit 102 sets at least one of the number of cars per train, the number of trains, the train operation intervals, and the train drive control pattern so that the performance related to the maintenance performance index determined by the performance index determination unit 101 falls within a certain range compared to the current operation plan, and the performance related to the improvement performance index determined by the performance index determination unit 101 is improved compared to the current operation plan, and determines the train operation plan based on this setting.

[0018] Furthermore, if the number of cars per train is changed at an intermediate station on the route, whether or not the station allows for changing the number of cars, i.e., whether or not the train can be split / combined, is taken into consideration as a constraint for the operation plan when determining the train operation plan. Furthermore, when train length is shortened by shortening train formations, it becomes possible to shorten the headway if moving blocks are used. Therefore, the minimum train headway is taken into consideration as a constraint for the operation plan. Furthermore, if the headway can be further shortened by reducing the speed using the method of this embodiment in a moving block, the shortened headway may be considered as a constraint for the operation plan.

[0019] On the other hand, if the number of trains increases, a delay on one train may cause delays to spread to other trains, potentially causing disruptions to operations. To take this into consideration, the constraints on the operation plan may be set to allow for longer travel times between stations and longer stop times at stations (leeway time).

[0020] Furthermore, one expected change in indicators when train formations are shortened and the number of trains is increased is that the running resistance per car increases, resulting in an increase in the total power consumption of all cars. Figure 2 shows the relationship between the number of cars per train and the total power consumption of all cars. As will be explained in more detail later, when train formations are shortened (i.e., the number of cars per train is reduced), it is possible to increase the number of trains and reduce the total travel time of passengers, while suppressing the increase in power consumption related to train operation, by reducing the train's running speed within a range that does not increase the total travel time of passengers (the sum of waiting time at stations and traveling time between stations), which is listed as an improved performance indicator.

[0021] Figure 3 shows an example of train formations when the number of cars per train is changed. In the example shown in Figure 3, the total number of cars is 12, and (a) shows a long train formation with 12 cars (12 cars x 1 train), while (b) shows a short train formation with three cars each (3 cars x 4 trains). By shortening the train formation as in Figure 3(b), the number of trains can be increased, which reduces passenger waiting times at stations.

[0022] In the case of shortened trains, it is expected that driverless driving technology will be used to operate each vehicle in the increased number of trains. However, if it is possible to add drivers from the perspective of personnel numbers and costs, drivers may be assigned to handle the situation.

[0023] Next, as an example, let us consider a case where the maintenance performance index is the amount of energy consumed by train operations and the improvement performance index is the total travel time of passengers. If the number of trains is increased, the total amount of energy consumed by all cars will also increase. In order to prevent this increase in energy consumption, it is necessary to reduce the train's running speed, and the running time when running at the reduced speed is set as the running time between stations. Here, as an example, a method for setting the running time when changing the operation plan from 12 cars per train to 1 car will be explained using Figure 2.

[0024] If the number of cars per train is reduced from 12 to 1, as mentioned above, the total power consumption of all cars will increase (the slope of the solid and dashed lines in Figure 2). Therefore, as shown by the circle (●) in Figure 2, by slowing the running time from 100 seconds to, for example, 107 seconds, it is possible to maintain the same total power consumption value of all cars (the horizontal dotted dashed line in Figure 2) (arrow in Figure 2), so the running time is set to 107 seconds. This makes it possible to suppress the increase in total power consumption of all cars that comes with shortening train formations.

[0025] Furthermore, the transition of the total travel time of passengers (the sum of the waiting time at a station and the travel time between stations), which is an improvement performance index, will be explained using FIG.

[0026] Figure 4 is a graph showing the relationship between the number of cars per train and the total travel time of passengers. The reduction in waiting time at stations due to train shortening can be used to increase the running time between stations within that range (i.e., the train's running speed can be reduced). In other words, by utilizing the reduced total travel time to reduce the train's running speed, the number of trains can be increased and the total travel time of passengers can be reduced while suppressing the increase in power consumption.

[0027] 1 , a description will be given of related configurations other than the traffic management device 100. The train control unit 103 has a function of receiving output from the vehicle operation planning unit 102 and determining control inputs for driving the electric motors that rotate the wheels of the train, such as a notch value and a tread force value, in accordance with the train operation plan determined by the vehicle operation planning unit 102.

[0028] The train drive unit 104 drives the electric motor that rotates the train's wheels in accordance with the notch value and tread force value determined by the train control unit 103, thereby running the train.

[0029] Here, it is assumed that the train control unit 103 and the train driving unit 104 are installed (mounted) on the train, i.e., on the vehicle itself. On the other hand, although the traffic management device 100 according to the present invention is mainly installed on the ground, it is not excluded that it may be installed (mounted) on the vehicle itself.

[0030] Next, regarding the traffic management method according to this embodiment, a procedure for determining a train operation plan in the traffic management device 100 will be described. Fig. 5 is a flowchart showing an example of the procedure for determining a train operation plan by determining a maintenance performance index and an improvement performance index.

[0031] In step 11 (S11), the performance index determination unit 101 determines a maintenance performance index and an improvement performance index. As for the specific indexes, as in the above, the improvement performance index assumes at least one of the total passenger travel time (the sum of the waiting time for trains at stations and the traveling time between stations), the occupancy rate or congestion level on the train, and the amount of regenerative power lost by the train (light load regeneration due to the presence or absence of other trains nearby), and the maintenance performance index assumes the amount of power consumed by the train.

[0032] In step 12 (S12), the vehicle operation planning unit 102 determines the train operation plan by setting at least one of the number of cars per train, the number of trains, the train operation intervals, and the train drive control pattern based on the improved performance index. However, if there are any improved maintenance performance indexes in step 13 (S13), no changes that would worsen these indexes will be made.

[0033] Here, we will explain why changing the number of cars per train (particularly in this embodiment, when reducing the number of cars per train and increasing the number of trains) improves all of the performance indicators listed below: total passenger travel time (the sum of waiting time for trains at stations and traveling time between stations), occupancy rate or congestion on the train, and the amount of lost regenerative power of the train (light load regeneration due to the presence or absence of other trains nearby).

[0034] Regarding the total travel time for passengers (the sum of waiting time at stations and travel time between stations), reducing the number of cars per train (increasing the number of trains) increases the frequency with which trains arrive at stations. As a result, waiting time at stations can be reduced, and it is expected that the total travel time for passengers will also be reduced.

[0035] Regarding the occupancy rate or congestion level on trains, as mentioned above, if the number of cars per train is reduced (the number of trains increases), the frequency of trains arriving at stations will increase. As a result, passengers will be able to board more diverse trains, which is expected to reduce the congestion rate or congestion level on trains.

[0036] Regarding the amount of regenerative power lost by a train due to the presence or absence of nearby trains (light-load regeneration), if the number of cars per train is reduced (the number of trains increases), the number of powered cars when the train regenerates, i.e., the number of trains that can absorb regenerative power, will increase, and it is expected that the amount of regenerative power lost by the train (light-load regeneration due to the presence or absence of nearby trains) will be reduced.

[0037] In step 13 (S13), the vehicle operation planning unit 102 determines whether the amount of power consumption related to train operation listed in the maintenance performance index is met, and if it is met (YES), proceeds to step 14 (S14), and if it is not met (NO), improves the maintenance performance index and then returns to step 12 (S12).

[0038] Here, we will explain how to improve the maintenance performance index, that is, how to improve the amount of power consumption related to train operation. As mentioned above, reducing the number of cars per train (increasing the number of trains) increases the amount of power consumption. However, power consumption can be reduced by slowing the running speed between stations. Therefore, the running speed is reduced so that the amount of power consumption is the same as before changing the number of cars per train, and the running time when running at the reduced speed is set as the running time between stations.

[0039] In step 14 (S14), the train control unit 103 determines control inputs to the train, such as a notch value and a tread force value for driving the train, in accordance with the train operation plan determined by the vehicle operation planning unit 102.

[0040] In step 15 (S15), the train control unit 103 outputs the notch value and tread force value determined in step 14 (S14) to the train drive unit 104, and the electric motor that rotates the train's wheels is controlled according to these notch value and tread force value, causing the train to run.

[0041] As described above, according to the present invention, by shortening train configurations, the number of trains can be increased and waiting times at stations can be reduced, thereby reducing the total travel time of passengers (the sum of waiting times at stations and travel times between stations). Furthermore, in order to avoid increasing the amount of energy consumed by train operations, part of the reduced total travel time of passengers can be used to slow down the train's running speed, thereby reducing the total travel time of passengers while suppressing an increase in the amount of energy consumed by train operations.

[0042] The above describes examples as forms for implementing the present invention, but the present invention is not limited to the above examples, and various modifications are possible within the scope that does not deviate from the gist of the present invention.

[0043] 100... Traffic management device, 101... Performance index determination unit, 102... Vehicle operation planning unit, 103... Train control unit, 104... Train driving unit

Claims

1. A traffic management device for managing train operations, comprising: a performance index determination unit that determines a maintenance performance index, which is a performance index that maintains performance related to train operation within a certain range compared to the current traffic plan, and an improvement performance index, which is a performance index that improves performance related to train operation compared to the current traffic plan; and a vehicle operation planning unit that sets at least one of the number of cars per train, the number of trains, train operation intervals, and train drive control patterns, and determines a train operation plan based on the settings, in which performance related to the maintenance performance index is within a certain range compared to the current traffic plan and performance related to the improvement performance index is improved compared to the current traffic plan.

2. An operation management device as described in claim 1, characterized in that the maintenance performance index is the amount of power consumed by the operation of the train, and the improvement performance index is at least one of the total travel time of passengers on the train, which is the sum of the waiting time of the train and the running time of the train, the occupancy rate or congestion level on the train, and the amount of regenerative power lost by the train.

3. An operation management device as described in claim 2, characterized in that the vehicle operation planning unit reduces the total travel time of passengers on the train by reducing the number of vehicles per train and increasing the number of trains, and suppresses an increase in the amount of power consumption related to the operation of the train by lowering the running speed of the train based on the reduction in the total travel time.

4. An operation management device according to any one of claims 1 to 3, wherein the vehicle operation planning unit uses as constraints when determining the operation plan for the train whether or not the station is one in which the train can be split or merged, or the minimum operating headway.

5. An operation management device according to any one of claims 1 to 4, wherein the vehicle operation planning unit outputs the determined operation plan for the train to the train in order to control the driving of the train in accordance with the operation plan.

6. A method of managing train operations, comprising: determining a maintenance performance index, which is a performance index that maintains performance related to train operation within a certain range compared to the current operation plan, and an improvement performance index, which is a performance index that improves performance related to train operation compared to the current operation plan; setting at least one of the number of cars per train, the number of trains, train operation intervals, and train drive control pattern; and determining, based on said settings, an operation plan for the train in which performance related to the maintenance performance index falls within a certain range compared to the current operation plan and performance related to the improvement performance index is improved compared to the current operation plan.

7. An operation management method as described in claim 6, characterized in that the maintenance performance index is the amount of power consumed by the operation of the train, and the improvement performance index is at least one of the total travel time of passengers on the train, which is the sum of the waiting time of the train and the running time of the train, the occupancy rate or congestion level on the train, and the amount of regenerative power lost by the train.

8. An operation management method as set forth in claim 7, characterized in that the total travel time of passengers on the train is reduced by reducing the number of cars per train and increasing the number of trains, and the increase in power consumption related to the operation of the train is suppressed by reducing the running speed of the train based on the reduction in the total travel time.

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