WO2012132566A1

WO2012132566A1 - Operation rescheduling support system and method

Info

Publication number: WO2012132566A1
Application number: PCT/JP2012/053003
Authority: WO
Inventors: 祐子加藤; 修一郎 ▲崎▼川; 達広佐藤; 英貴大隅
Original assignee: 株式会社日立製作所
Priority date: 2011-03-28
Filing date: 2012-02-09
Publication date: 2012-10-04
Also published as: JP2012201324A; JP5611876B2

Abstract

A deadlock decision unit determines the location of a deadlock from operation rescheduling that is input to an input device by a user. A graph data generator generates graph data in which an arrival time in a train schedule serves as a node and the interval difference between two arrival times serves as a link, said graph data being generated from schedule data from before and after the operation rescheduling was input to the input device by the user in order to eliminate the deadlock and recover from a delay. From the generated graph data, an operation rescheduling rule generator extracts IF-THEN type rules where condition nodes serve as causes of the deadlock or delay and the delay status, and execution nodes serve as schedule changes, and the operation rescheduling rule generator generates an operation rescheduling rule. A train operation simulator calculates a simulation for automatic generation of an operation rescheduling plan and for prediction of the train operation at the current time and thereafter. An operation rescheduling rule execution unit applies the generated operation rescheduling rule to the calculated schedule data resulting from said simulation, executes a schedule change indicating the execution nodes for a train satisfying the condition nodes, and displays the results as a schedule diagram on a display.

Description

Driving arrangement support system and method

The present invention relates to a driving arrangement support system and a method thereof, and more particularly, an operation arrangement support system that automatically generates a driving arrangement plan while reducing input work when recovering from disturbance in operation of a train schedule. And its method.

In recent years, in the railway field, plans to create train operation plans, operation plans for vehicles and crews, etc. due to reasons such as ultra-high density train schedules, diversification of vehicles and vehicle types, and increased inter-line operation The business is complicated. Railway operators are required to provide train operations to passengers safely and on time, but one of the problems with railway use is that it takes time to recover when operation is disrupted. It is done. When the train operation is disturbed, it is necessary to make an appropriate change to the train operation and create a train diagram that normalizes the train operation. This work is called operation arrangement, and the operation arrangement is performed mainly by a skilled person called a commander. Although the operation adjustment work was performed manually, the need for systematization of the operation adjustment work and support by a computer is increasing due to the complexity of the work and the decrease in the number of experienced commanders.

Conventionally, for example, techniques described in

Patent Documents

1 and 2 are known as related to automation of operation arrangement. The technology described in Patent Document 1 generates IF-THEN format rules with the condition clause as the train operation delay and travel route, and the execution clause as the schedule change content, based on the user's operation when the operation is disturbed. The generated operation arrangement rule is applied to the data. Moreover, the thing of patent document 2 implements driving | operation arrangement | working automatically for every part delayed more than predetermined setting time.

JP 2010-188750 A JP-A-8-58592

Since the technique described in Patent Document 1 cannot extract the cause of delay as a rule, it applies the operation adjustment rule to trains that are delayed due to different causes or trains that do not require operation adjustment. There is a possibility of automatically proposing a driving arrangement plan that is different from the intention of the driver. Moreover, although the technique of patent document 2 considers the delay of a delay cause train, since the rule is fixed, it cannot respond flexibly to a commander's new intention. In addition, since all of these technologies assume a diagram without deadlocks, they do not correspond to the operation arrangement essential for the user to eliminate deadlocks where train operation is impossible. There is also a possibility of proposing an operation arrangement plan that becomes a deadlock because it does not take into account the case of deadlock after the operation arrangement. A rule that does not necessarily become a deadlock when applied has many rule conditions, and the general versatility of the rule may be lost.

In view of the above problems, the present invention provides a driving arrangement support system that extracts a driving arrangement rule including a cause of deadlock or delay from an operation arrangement input for eliminating deadlock or delay recovery by a user (commander), and It is to realize the method. Another object of the present invention is to automatically perform operation arrangement for a train that does not cause a deadlock when the operation arrangement of the execution section is executed for a train that matches the conditional section of the operation arrangement rule. Another object of the present invention is to allow the user to edit / cancel the extracted driving arrangement rules and the automatically executed driving arrangement contents, and to apply the user editing results to the automatic arrangement of driving arrangement.

The operation arrangement support system according to the present invention is preferably a diagram data table for storing diagram data of an operation plan, a link definition table for defining a time difference between two arrival times to be considered as a constraint condition for train operation, a train A graph data table for storing graph data representing the operation status of the vehicle, a database having an operation organization rule table for storing operation organization rules including causes of deadlocks and delays, and a diagram corresponding to the stored diagram data Is displayed on the display device and the train diagram data stored in the diagram data table is used to determine the arrival and departure times of the train diagram according to the definition defined by the link definition table. Graph data generation unit that generates graph data with the time difference between arrival and departure times as links And a deadlock determination unit for detecting a deadlock location from the diagram data in the diagram data table or the operation arrangement input result by the user from the input device, and input by the user for deadlock elimination and delay recovery From the graph data generated and stored by the graph data generation unit using the diagram data before and after the operation arrangement input from the device, the conditional clause is set to cause deadlock or delay, the delay status, and the execution clause is the content of the diagram change. An operation organization rule generator that extracts IF-THEN format rules,
A train operation simulation execution unit that automatically generates a driving arrangement plan and performs a simulation calculation of a train operation prediction after the current time;
Applying the driving arrangement rule in the driving arrangement rule table generated and stored in the operation arrangement rule generating section to the diagram data calculated by the train operation simulation execution section, and executing it on a train that satisfies the conditional clause It has an operation organization rule execution unit that executes changes in train diagram data shown in Section
A driving arrangement support system characterized in that a diagram corresponding to the train diagram data in the diagram data table changed by the driving arrangement rule execution section is displayed on a display device under the control of the diagram display section. Configured as

In addition, the operation arrangement support method according to the present invention is preferably a deadlock determination step of detecting a location that becomes a deadlock from the operation arrangement input result from the input data by the user or the train operation schedule diagram data,
According to the definition in the link definition table that defines the time difference between two arrival times that should be considered as a constraint on train operation, the arrival time of the train schedule is a node, and the time difference between the two arrival times is a link. A graph data generation step for generating graph data;
From the graph data generated by the graph data generation step using the diagram data before and after the operation arrangement input from the input device by the user for the elimination of the deadlock and the delay recovery, the condition clause causes the deadlock and the delay and the delay Operational rule creation step to extract IF-THEN format rules with the situation and execution clause as the diagram change content,
A train operation simulation execution step for automatically generating an operation arrangement plan and performing a simulation calculation of a train operation prediction after the current time;
Applying the operation arrangement rule generated by the operation arrangement rule generation unit to the diagram data calculated in the train operation simulation execution step, the train diagram data shown in the execution section is changed for a train that satisfies the condition section An operation arrangement rule execution step to
The driving arrangement support method is characterized by including a step of displaying a diagram corresponding to the train schedule data changed by the operation arrangement rule execution step on a display device.

According to the present invention, based on the diagram data indicating the train operation status before and after the operation adjustment input by the commander for deadlock elimination and delay recovery, the operation adjustment rule is extracted together with the cause of deadlock and delay, the rule Can be used in the computer to assist the user's manual input operation for changing the diagram, and support for creating a driving arrangement plan can be realized.

The figure which shows the structure of the driving | operation arrangement | positioning assistance system by one Embodiment. The figure which shows the processing flow of the driving | operation arrangement | positioning assistance system by one Embodiment. The figure which shows the graph with respect to the diamond data shown to the example of a diagram by one Embodiment, and the example of a diagram. The figure which shows the data structure of the diagram data table 1210 by one Embodiment. The figure which shows the data structure of the node information shown in the graph data table 1230 by one Embodiment. The figure which shows the data structure of the link information shown in the graph data table 1230 by one Embodiment. The figure which shows the data structure of the link definition table 1220 by one Embodiment. The figure which shows the processing flow of the driving | running | working arrangement | positioning process of step S2300 of FIG. The figure which shows the processing flow of the driving | running | working control rule extraction process of step S8300 of FIG. The figure which shows the example of driving | operation organization input from which the deadlock cancellation rule by one Embodiment is extracted. The figure which shows the table structure of the deadlock cancellation rule of the driving | running | working control rule table 1230 by one Embodiment. The figure which shows the driving | running | working arrangement | sequence input example from which the delay elimination rule by one Embodiment is extracted. The figure which shows the table structure of the delay recovery rule in the driving | running | working control rule table 1230 by one Embodiment. The figure which shows the processing flow of the driving | running | working control rule execution process of step S8600 of FIG. The figure which shows the processing flow of the deadlock cancellation rule execution process of step S14200 of FIG. The figure which shows the processing flow of the delay recovery rule execution process of step S14300 of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows a configuration of a driving arrangement support system when applied to a railway operation system according to an embodiment. The operation arrangement support system is configured as a computer system, a processing device 1100 that executes a program, a database (DB) 1200 that is formed in a storage device and stores various data, an input device 1300 that receives data input by a user, and system processing The display device 1400 is configured to display various data including results.

The processing device 1100 realizes the following processing functions by executing a predetermined application program. That is, the processing device 1100 has, as processing functions, a diagram diagram display unit 1110 for displaying train diagram data stored in a diagram data table (FIG. 4) representing train operation status as a diagram on the display device 1400, train diagram data. Is used to generate graph data with the arrival time of the train schedule as a node and the time difference between the two arrival times as a link, and store it in the graph data table (FIG. 5). Deadlock determination unit 1130 that detects a deadlock location from the diagram data in the table or the operation organization input result from the input device by the user, input from the input device 1300 by the user for deadlock elimination or delay recovery From the operation control input, IF-THEN format with the conditional clause as the cause and delay status of deadlock and delay, and the execution clause as the diagram change contents Operational rule generation unit 1140 for extracting the train schedule, automatic operation plan generation and train operation simulation execution unit 1150 for performing simulation calculation for prediction of train operation after the current time, train operation simulation execution unit 1150 Operation that applies the operation adjustment rule generated by the operation adjustment rule generation unit 1140 to the data, executes the diagram change shown in the execution clause for the train that satisfies the conditional clause, and displays the diagram on the display device Arrangement rule execution unit 1160 calculates the adoption rate of operation arrangement rules for data input related to diagram changes input from the input device 1300 by the user on the diagram displayed on the display device, and analyzes the operation arrangement rules to be executed The operation arrangement rule analyzing unit 1170 is provided. In addition, deadlock means here that the operation conditions of a train are contradictory, for example, a plurality of trains share the same number line, and it means that the train falls into a state where it cannot operate normally.

The database 1200 includes a diagram data table 1210 for storing diagram data of an operation plan, a link definition table 1220 for defining a time difference between two arrival times to be considered as constraints on train operation, and a graph data generation unit 1110. Operation that stores the graph data table 1230 for storing the graph data generated in step 1 and the operation adjustment rule generated by the operation adjustment rule generation unit 1140 together with the adoption rate calculated by the operation adjustment rule analysis unit and whether or not it is executed An arrangement rule table 1240 is provided. As will be described later, this operation control rule includes a deadlock elimination rule. The input device 1300 is an input device such as a mouse or a keyboard used in the computer system, and the display device 1400 is an output device such as a display.

FIG. 2 shows a processing flow in the driving arrangement support system shown in FIG.
In step (S) 2100, using the graph data generation unit 1120, the train schedule data stored in the diagram data table 1210 is used as a node, and the time difference between the two arrival times is linked. And the table storing the node information and the table storing the link information are stored in the graph data table 1230. In S2200, train diagram data stored in the diagram data table 1210 is displayed on the display device 1400 in a set of straight lines on a two-dimensional coordinate, that is, a diagram diagram format, with the horizontal axis representing time and the vertical axis representing the travel position.
Here, with reference to FIG. 3 thru | or FIG. 7, the structure of a diagram and various tables is demonstrated. (Note that the processing after S2300 will be described with reference to the drawings after FIG. 8 after explanation of various tables.)
FIG. 3 shows an example of a diagram and a graph for the diagram data shown in the example of diagram.
Diagram 3100 shows that after train b arrives at line 1 of K station and departs as train c, train a arrives at line 1 of K station from a different direction and departs in the same direction as train c re This represents the operation status. A line segment 3101, a line segment 3102, and a line segment 3103 represent traveling of train b, train c, and train a, respectively. The inclination of the line segment before arrival at K station of train a is extremely small because it waits for the arrival of delayed train b and the departure of train c, and stops between stations before arrival at line 1 of K station. Indicates that the vehicle is slow or slow.

The diagram 3200 shows the operation status of the diagram 3100. There are a node 3201 indicating arrival of train a, node 3202 indicating departure of train a, node 3203 indicating arrival of train b, and node 3204 indicating departure of train c. Link 3301 representing the stop of train a, link 3302 representing the return from train b to train c, link 3303 representing the departure order of train a after departure of train c at K station, There is a link 3304 representing the order of use of the number line in which the train a is used after the train c has been used by the train c, that is, the train a has entered after the train c has left the first line. Here, the notation of the value indicating the time is omitted.

FIG. 4 shows the table structure of the diagram data table 1210. The diamond data table 1210 manages one train as one record. Each record has a train number 4100 indicating a unique ID of the train, a station information section item having items related to the name of the station where the train runs and the arrival and departure times. The station information section manages information for one station (hereinafter referred to as station information) as one block, and has station information arranged in order of travel. Therefore, the first block of the record shows the station information about the first station, the last block of the record shows the station information about the last station, and the station information of all stations from the first to the last station is in one record. It is remembered.

For the station information, the station name 4210 indicating the name of the station, the arrival time and departure time at the time of planning, the planned arrival time 4220 indicating the use number line, the planned departure time 4230, the planned use number line 4240, and the train operation simulation execution unit 1150 are calculated. The following items are included: operation arrangement arrival time 4250 indicating operation arrival time, departure time, use number line, operation arrangement departure time 4260, operation adjustment use number line 4270. When the train passes through the station, invalid values are stored in the planned arrival time 4220 and the operation arrangement arrival time 4250. Record 4201 shows the running information when traveling at station K of a. The planned arrival time 4220 is 10:20 and the planned departure time 4230 is 10:21. It is shown that the time 4250 is 10:40 and the operation arrangement departure time 4260 is 10:41.

FIG. 5 shows the data structure of the node information shown in the graph data table 1230.
This table manages one node as one record. Each record has an ID 5110 indicating a node-specific ID, a train number 5120, a station name 5130, an arrival / departure 5140 indicating whether the node is arriving and departing, an outflow link list 5150 that is a list of links starting from the node, and a node as the end point The inflow link list 5160, which is a list of links, has items of an initial value 5170 for storing a planned time and used for a train operation simulation calculation, and a calculation value 5180 for storing a train operation simulation calculation result.

Record 5210 shows the data of node 3201 in FIG. 3, ID 5110 is 1, train number 5120 is a, station name 5130 is K station, arrival and departure 5140 arrives, outflow link 5150 is the link with ID A in FIG. 3301 and the inflow link 5160 indicate that the ID in FIG. Although omitted in the graph 3200 of FIG. 3, the initial value 5170 is the planned arrival time 10:20 of the a-le K station in FIG. 4, and the calculated value 5180 is the operation arrangement arrival time 10 of the a-le K station in FIG. : 40. Further, the record 5220 shows the data of the node 3203 in FIG. 3, the ID 5110 is 3, the train number 5120 is b, the station name 5130 is K station, the arrival and departure 5140 arrives, the outflow link 5150 is the ID of FIG. The link 3302 and the inflow link 5160 of B are not provided, the initial value 5170 is the planned arrival time 10:00 at the b-le K station in FIG. 4, and the calculated value 5180 is the operation arrangement arrival time 10 b at the b-le K station in FIG. It is shown that.

FIG. 6 shows the data structure of the link information shown in the graph data table 1230.
This table manages one link as one record. Each record includes an ID 6110 indicating a unique ID of the link, an original node ID 6120 indicating the ID of the node serving as the link start point, a destination node ID 6130 indicating the ID of the node serving as the end point, and the occurrence type of the time interval at the nodes at the start and end points. The operation condition 6140 shown, the weight 6150 indicating the minimum value of the time interval, and the calculation value 6160 indicating the difference between the calculation value 5180 of the original node and the destination node of the train operation simulation calculation result are included.

FIG. 7 shows a table configuration of the link definition table 1220.
This table defines a time difference between two arrival times that should be considered as a constraint on train operation. The link definition table 1220 stores data defining the relationship between the start and end nodes connected by the link and the operation conditions represented by the link. The operation condition 7110 is the operation condition represented by the link, the start point node 7120 is the arrival time that is the definition of the node that is the start point of the link, the end point node 7130 is the arrival time that is the definition of the node that is the end point of the link, and the weight definition 7140 is the weight determination The definition at the time of In this example, three operation conditions are described, but if the operation condition defines a condition between two nodes, it can be defined by this table by appropriately adding the operation condition. This table is used when generating the link information shown in FIG.

Referring back to FIG. 6, the description of the data structure of the link information shown in the graph data table 1230 will be continued. Record 6210 shows the data of link 3301 in FIG. 3, ID 6110 is A, former node ID 6120 is node 3201 of ID1 indicating arrival time at K station of train a, and destination node ID 6130 is departure time of K station of train a. The node 3202 of ID2 and the operation condition 6140 indicate the stop condition indicated by the record 7220 in FIG. 7, and the weight 6150 and the calculated value 6160 indicate that the train is a train station K stop time. That the weight 6150 and the calculated value 6160 are the same value indicates that the calculated value 5180 of the destination node 3202 that is ID2 is determined by the link of this IDA, that is, the stop condition.

The record 6220 shows the data of the link 3304 in FIG. 3, the ID 6110 is D, the former node ID 6120 is the node 3204 of ID4 indicating the departure time of the K station of the train c, and the destination node ID 6130 is the arrival time of the K station of the train a. The node 3201 with ID1 shown, the operation condition 6140 is the number line usage order shown in the record 7230 of FIG. 7, the weight 6150 and the calculated value 6160 are 5 of the number line usage interval between the train c and the train a on the K station 1 line It shows that. The fact that the weight 6150 and the calculated value 6160 are the same value indicates that the calculated value 5180 of the destination node 3201 that is ID1 is determined by the link of this IDD, that is, the number line use order. Here, returning to FIG. 2, the description of the processing flow in the present driving arrangement support system will be continued. After the diagram is displayed in S2200, operation arrangement processing is executed in S2300.

FIG. 8 shows the flow of operation arrangement processing of S2300 shown in FIG. In S8100, it is determined whether or not there is a driving arrangement input (for example, change of the number line or departure order) by the user. If it exists, the process proceeds to S8200, and if not, the process proceeds to S8110. In S8200, the driving arrangement rule is generated from the driving arrangement input from the input device by the user using the driving arrangement rule generation unit 1140 shown in FIG.

FIG. 9 shows a flow of processing of the driving arrangement rule generation unit 1140 of FIG.
In S9100, the graph data table 1230 is updated with respect to the train diagram data that has been changed by the operation arrangement input by the user. In S9200, the deadlock determination unit 1130 determines whether or not the number of deadlock points has increased due to the operation arrangement input from the input device 1300 by the user with respect to the updated graph data table. If the deadlock location has not increased, the process proceeds to S9300. If the number of deadlock points has increased, the process proceeds to S9210, and the process of the driving arrangement rule generating unit 1140 is terminated without extracting the driving arrangement rule.

As for the processing of the deadlock determination unit 1130 that detects a location that becomes a deadlock, there is generally an algorithm that uses strongly connected component decomposition of a graph, and therefore this algorithm is used here. In step S9300, the deadlock determination unit 1130 determines whether or not the number of deadlocks has decreased with respect to the updated graph data table. If the deadlock location has not decreased, the process proceeds to S9400. If the number of deadlocks has decreased, the process proceeds to S9310, and the IF-THEN format deadlock elimination rule with the deadlock structure eliminated by the operation arrangement input as the conditional clause and the executed diamond change as the execution clause is used as the operation arrangement rule. Extraction is completed, and the process of the operation arrangement rule generation unit 1140 is terminated.

FIG. 10 shows an example of deadlock elimination rule extraction of S9310 in FIG. A diagram 10100 shows an example of deadlock. The line segment representing the operation of train a represents that a arrives at line 1 of station P and departs after stopping at station P for a while. The line segment representing the operation of train b represents that b arrives at line 1 of P station earlier than a and stops for a while and then leaves P station later than a. This example shows that the same number line is shared and a deadlock occurs. A graph 10110 shows a portion representing a deadlock structure in the graph representing the operation status of this example. In addition, description other than a train number, arrival / departure, and operation conditions is omitted here. In this example, the deadlock occurs when the stop link that connects the arrival and departure of a, the link that indicates the departure order of a and b, and the link that indicates the order of use of the numbers of a and b. It is a structure that

Diagram diagram 10200 shows the operation status after the operation arrangement input is made to the train operation shown in diagram diagram 10100 and the use number line a is changed. Since the service line was changed, the deadlock has been resolved and operation is possible. Since the number line is changed, the number line use order link in the graph is changed, and as shown in the graph 10210, the number line use order link disappears, and it can be seen that the deadlock is eliminated. In this example, a deadlock elimination rule is extracted that “if the deadlock is configured in the order of the number line use order, the number line use order, the stop, and the departure order, the number line is changed”.

FIG. 11 shows the data structure of the deadlock elimination rule in the operation arrangement rule information shown in the operation arrangement rule table 1240 shown in FIG.
This table manages one deadlock elimination rule as one record. Each record has a rule ID 11100 that indicates the unique ID of the rule, a condition 11200 that indicates the rule's conditional clause, an execution content 11300 that indicates the schedule change content that will be the rule's execution clause, and is executed for trains that meet the conditions when the rule is executed Number of hits indicating the cumulative number of sections that were able to be changed in the diagram, 11400 corresponding to the cumulative number of sections, and the cumulative number of sections that were actually adopted by the user's confirmation among the changed sections that could be implemented in accordance with the conditional section 11500, an adoption rate 11600 indicating a value calculated by dividing the number of adoption 11500 by the number of hits 11400, and an execution 11700 indicating whether or not to execute the rule.

The condition 11200 includes a reference link condition 11210 indicating a link condition indicating a change target and a deadlock link set 11220 indicating a set of links constituting a deadlock. The deadlock link set is a table for managing one link as one record, and each record includes items of a connection order 11221 indicating a connection order of links indicating a deadlock configuration and a link condition 11222 indicating a link operating condition. Have. The number of hits 11400, the number of hires 11500, and the hiring rate 11600 are values that are updated each time a rule is applied, and 0 is stored as an initial value when a new rule is generated. Record 11001 shows the deadlock elimination rule extracted in FIG. 10. The reference link condition 11210 of rule ID 11100 is 1 and condition 11200 is the numbered line usage order extracted from the execution content 11300 is the number change, deadlock link The set 11220 is a link in which the link condition 11222 is the number line use order, the stop, the departure order in the order of the connection order 11221, the execution content 11300 is the number line change, the number of hits 11400 is 20, the number of adoption 11500 is 18, the adoption rate 11600 is 0.9, This indicates that execution 11700 is “◯”, that is, “execute”.

Referring back to FIG. 9, the description of the processing flow of the operation arrangement rule generation unit 1140 shown in FIG. 1 will be continued. In S9400, the graph data tables before and after the operation arrangement input by the user are compared, and it is determined whether or not the delay that existed before the operation arrangement input has recovered after the operation arrangement input. If it has recovered, the process proceeds to S9500. If not recovered, the process proceeds to S9210, and the process of the driving arrangement rule generation unit 1140 is terminated because no driving arrangement rule is extracted. In S9500, the train that exists before the operation arrangement input and causes the delay recovered after the input is specified. The cause train is identified by comparing the graph data tables before and after the operation arrangement input, and the train indicated by the original node of the link before the operation arrangement input that satisfies the following six conditions. In other words, among the trains that have been delayed by a specified time from the plan at a certain station, and the delays affect other trains, the train that is the starting point of the delay chain Identify the cause train. If there is no link that satisfies the six conditions, the cause train cannot be identified.

(1) The direction and order have been changed before and after the operation control input.
(2) The previous node before the operation adjustment input is a node for a train or a station on which a timetable change is performed by the operation adjustment input.
(3) The weight 6150 before the operation control input and the calculated value 6160 are the same value, that is, the calculated value of the node.
(4) The difference between the weight 6150 and the calculated value 6160 of the inflow link other than the link of the previous node before the operation adjustment input is small before and after the operation adjustment input.
(5) The difference between the calculated value 5180 of the previous node and the initial value 5170 is small before and after the operation control input.
(6) The calculated value 5180 of the original node before the operation control input is larger than the initial value 5170 by a certain amount. Here, the fixed amount is a constant determined in advance as a delay.

It should be noted that the cause train is extracted together with the operation condition 6140 indicated by the link. In S9600, it is determined whether the cause train has been identified in S9500. If it can be identified, the process proceeds to S9700, and the process proceeds to S9900 as a rule condition together with the operation condition in which the identified cause train is extracted. If the cause train cannot be identified in S9600, the process proceeds to S9800, the conditions are manually set by the user, and the process proceeds to S9900. In S9900, the IF-THEN format delay recovery rule with the condition set in S9700 or S9800 as the condition clause and the diagram change executed by the operation arrangement input as the execution section is extracted as the operation arrangement rule, and the operation arrangement rule generation unit 1140 Terminate the process.

FIG. 12 shows an example of delay recovery rule extraction in S9900 in FIG.
A diagram 12100 is the same as the diagram 3100 shown in FIG. 3 and shows an extraction example using a similar example. A graph 12110 represents the operation status of the diagram 12100 in a graph. The node value table 12120 is a part of node information of the graph data table 1230 indicating the operation status of the diagram 12100. The link value table 12130 is a part of the link information of the graph data table 1230 showing the operation status of the diagram 12100.

FIG. 12200 shows a diagram after changing the order of using the train a and the departure order of the train “a” whose arrival at the K station 1 is delayed in the operation situation shown in the diagram 12100. A graph 12210 shows the operation status of the diagram 12200 in a graph. The node value table 12220 is a part of node information of the graph data table 1230 showing the operation status of the diagram 12200. The link value table 12230 is a part of the link information of the graph data table 1230 indicating the operation status of the diagram 12200.

When comparing the

graphs

12110 and 12210, the links corresponding to the condition (1) are the number line usage order and the departure order. The trains and stations that have undergone a schedule change due to operation arrangement input are the A and K stations, so these two links also satisfy the condition (2), but from the link value table 12130, the condition (3) is satisfied. What is shown is a number line usage order in which the weight 6150 and the calculated value 6160 are the same value. With respect to the order of using the number lines, if the constant determined in advance as the delay is 10 minutes, the condition values (5) and (6) are also satisfied from the node value tables 12120 and 12220 and the link value tables 12130 and 12230.

In this figure, the condition (4) is not shown because the nodes and links to other nodes are not shown, but the inflow link other than the order of using the number line to the node indicating the arrival of a is condition (4) If the condition is satisfied, it is possible to specify the operation condition for extracting the cause train together with the order of use of the line. In fact, in this example, the arrival of train a is delayed due to the delay in departure of train c, so if we consider that this is an example of changing the order of using the line and changing the departure order, the cause train is c. In this example, the delay recovery rule is to change the order of use of the line and the order of departure if the train in which the order of use of the line is delayed and the arrival time is delayed for more than 20 minutes. To extract.

FIG. 13 shows the data structure of the delay recovery rule in the driving arrangement rule information shown in the driving arrangement rule table 1240 shown in FIG. This table manages one delayed recovery rule as one record. Each record has a rule ID 13100 that indicates the unique ID of the rule, a condition 13200 that indicates the condition clause of the rule, an execution content 13300 that indicates the schedule change content that is the rule execution clause, and is executed for trains that meet the conditions at the time of rule execution Number of hits indicating the cumulative number of sections that could be implemented in the diagram of the section 13400, indicating the cumulative number of sections that were actually adopted by the user's confirmation among the modified sections that could be implemented in accordance with the conditional section 13500, an adoption rate 13600 indicating a value calculated by dividing the number of adoption 13500 by the number of hits 13400, and an execution 13700 indicating whether or not to execute the rule.

Condition 13200 is an arrival / departure 13210 indicating arrival / departure of a node indicating a schedule change target train, a delay cause condition 13220 indicating an operation condition causing the delay, and a delay determination indicating a reference time for determining a delay of the schedule change target train Time 13230, cause train delay time 13240 indicating the delay determination time of the cause train, station 13250 indicating the schedule change target station, 13260 indicating the train type of the schedule change target train, and 13270 indicating the train type of the cause train. Among these conditions, what is specified in S9500 shown in FIG. 9 is the delay cause condition 13220 and the cause train delay time 13240. The other items are items manually set by the user in S9800 or S8400 described later. The number of hits 13400, the number of hires 13500, and the hiring rate 13600 are values that are updated each time a rule is applied, and 0 is stored as an initial value when a new rule is generated. The record 13001 shows the delay recovery rule extracted in FIG. 12, the rule ID 13100 is 1, the arrival and departure 13210 of the condition 13200 is arrived, the delay cause condition 13220 is the order of using the line, the delay judgment time 13230 is 10 minutes, the cause train Delay time 13240 is 30 minutes, execution content 13300 is number line use order change and departure order change, number of hits 13400 is 20, adoption number 13500 is 10, adoption rate 13600 is 50, execution 13700 is `` Yes '', that is, `` execute '' It is shown that.

Referring back to FIG. 8, the description of the flow of operation arrangement processing in S2300 shown in FIG. 2 will be continued. In S8200, a driving arrangement rule generation process is performed, and the process proceeds to S8300. In S8300, it is determined whether or not the operation control rules are extracted in S8200. If it is extracted, the process proceeds to S8400. If it is not extracted, the process returns to S8100. If there is a new operation arrangement input, the same process is repeated for the new operation arrangement input. In S8400, the operation arrangement rules extracted in S8200 are displayed on the display device 1400 shown in FIG. 1, and the user confirms the contents. The condition 11200 and the execution contents 11300 shown in FIG. 11 and the condition 13200 and the execution contents 13300 shown in FIG. 13 are edited when there are parts different from the user's intention and items to be added. If the creation of the driving arrangement rule is cancelled, the canceling operation is performed in this step. If the canceling operation is performed, the corresponding data stored in the driving arrangement rule table 1240 is deleted. After the user edits as intended or deletes the driving arrangement rule, the process proceeds to S8500. In S8500, it is determined whether or not the operation arrangement rule is determined in S8400. If the driving arrangement rule has been determined, the process proceeds to S8600. If not determined, the process returns to S8100, and if there is a new driving arrangement input, the same process is repeated for the new driving arrangement input. In S8600, the driving arrangement rule stored in the driving arrangement rule table 1240 is executed.

FIG. 14 shows the flow of the operation arrangement rule execution process of S8600 shown in FIG. In S14100, it is determined whether a deadlock exists using the deadlock determination unit 1130 shown in FIG. When it does not exist, it progresses to S14300, and when it exists, it progresses to S14200. In S14200, a deadlock elimination rule is executed.

FIG. 15 shows the flow of the deadlock elimination rule execution process of S14200 shown in FIG. In S15100, it is determined whether there is an unexamined deadlock among the deadlocks detected in S14100 shown in FIG. If it exists, the process proceeds to S15200, and if it does not exist, the deadlock elimination rule execution process ends. In S15200, among the deadlocks detected in S14100 shown in FIG. 14, one unexamined deadlock is set as A, and the process proceeds to S15300.

In S15300, for the rules stored in the deadlock elimination rule table in the operation arrangement rule table 1240 shown in FIG. 1, the deadlock that has not been determined for A among the executions 11700 shown in FIG. Determine whether a resolution rule exists. When it exists, it progresses to S15400, and when it does not exist, it progresses to S15800. In S15400, it is determined whether or not the link set of the conditional clause is included in A for one undetermined deadlock elimination rule. In this determination, first, it is determined whether or not the link corresponding to the condition indicated by the reference link condition 11210 in the condition 11200 shown in FIG. 11 exists in A, and if it does not exist, it is determined that the link set of the conditional clause is not included, Return to S15300. If it exists, the link is checked in the direction of the link direction, and it is determined whether or not a link corresponding to the condition indicated by the link condition 11222 exists in A in the order of the connection order 11221 indicated by the deadlock link set 11220. If it exists, the process proceeds to S15500. If it does not exist, the process returns to S15300, and this process is repeated until there is no undetermined deadlock elimination rule.

In S15500, the diagram change shown in the execution content 11300 of the determined deadlock elimination rule is performed, and the process proceeds to S15600. In S15600, it is determined using the deadlock determination unit 1130 shown in FIG. 1 whether deadlock A has been eliminated by the processing in S15500. If resolved, the process proceeds to S15800, and if not resolved, the process proceeds to S15700. In S15700, the change made in S15500 is reversed and the process proceeds to S15800. In S15800, it is determined that deadlock A has been investigated, the process returns to S15100, and the same process is repeated until there is no unexamined deadlock.

Referring back to FIG. 14, the description of the flow of the operation arrangement rule execution process in S8600 shown in FIG. After executing the deadlock elimination rule in S14200, the process proceeds to S14300. In S14300, a delay recovery rule is executed.

FIG. 16 shows the flow of the delay recovery rule execution process of S14300 shown in FIG. In S16100, it is determined whether there is an unexamined node among the nodes included in the graph data table 1240 shown in FIG. If it exists, the process advances to step S16200, and if it does not exist, the delay recovery rule execution process ends. In S16200, one of the existing unexamined nodes is set as A, and the process proceeds to S16300. In S16300, for the rules stored in the delay recovery rule table in the operation arrangement rule table 1240 shown in FIG. 1, among the items whose execution 13700 shown in FIG. Determine if exists. When it exists, it progresses to S16400, and when it does not exist, it progresses to S16900.

In S16400, it is determined whether one undecided delay recovery rule meets the condition. In this determination, it is first determined whether the arrival / departure 13210 matches the arrival / departure A in the condition 13200 shown in FIG. 13, and if not, it is determined that the condition is not satisfied. If they match, it is determined whether or not the difference between the initial value 5170 of node A and the calculated value 5180 is equal to or greater than the delay determination time 13230, and if it is equal to or greater than the delay determination time 13230, the delay cause condition 13220 is indicated on the inflow link of node A. It is determined whether a condition link exists. If it exists, the train indicated by the source node of the link is regarded as a cause train, and it is determined whether or not the difference between the initial value 5170 and the calculated value 5180 of the source node is the cause train delay time 13240 or more. If conditions also exist for the station 13250, the train type 13260, and the cause train type 13270, the determination is made. If all the conditions are met, it is determined in S16400 that the conditions are met, and the process proceeds to S16500. If no match is found, it is determined in S16400 that the condition is not met, the process returns to S16300, and this processing is repeated until there is no undetermined delay recovery rule. In S16500, the diagram change shown in the execution content 13300 of the determined delay recovery rule is performed, and the process proceeds to S16600.

In S16600, it is determined using the deadlock determination unit 1130 shown in FIG. 1 whether or not a deadlock has occurred due to the processing in S16500. If it is not deadlocked, the process proceeds to S16700, a train operation simulation is executed using the train operation simulation execution unit 1150 shown in FIG. 1, and the process proceeds to S16900. If it is a deadlock, the process proceeds to S16800, the change made in S16500 is undone, and the process proceeds to S16900. In step S16900, the node A is already investigated, and the process returns to step S16100, and the same processing is repeated until there are no unexamined nodes.

Referring back to FIG. 14, the description of the flow of the operation arrangement rule execution process in S8600 shown in FIG. 8 will be continued. After executing the delay recovery rule in S14300, the process proceeds to S14400. In S14400, the locations where the diamond data was changed in S14200 and 14300 are marked on the diagram (FIG. 3) displayed on the display device 1400 shown in FIG. Is displayed, and the operation arrangement rule execution processing of S8600 is terminated.

Returning to FIG. 8, the description of the flow of the operation arrangement process of S2300 shown in FIG. 2 will be continued.
After executing the driving arrangement rule in S8600, the process proceeds to S8700. In S8700, the user confirms the mark on the diagram displayed on the display device 1400 shown in FIG. 1, and if there is a portion where the change is to be canceled, the operation of canceling the change is performed, and the process proceeds to S8800. In S8800, the driving arrangement rule is analyzed using the driving arrangement rule analysis unit 1170 shown in FIG. The driving arrangement rule analysis unit 1170 has the number of marks, that is, the number of applicable rules 11400 shown in FIG. 11 and the corresponding number shown in FIG. 13 for each of the driving arrangement rules stored in the driving arrangement rule table 1240 shown in FIG. In 13400, the number of changes that have not been canceled by the user, that is, the number of adopted rules is additionally registered in the corresponding number 11500 shown in FIG. 11 and the corresponding number 13500 shown in FIG. 13, and the adoption rate is calculated from these values. 11 is registered and updated in the adoption rate 11600 shown in FIG. 11 and the adoption rate 13600 shown in FIG. After the update, among the adoption rate 11600 shown in FIG. 11 and the adoption rate 13600 shown in FIG. 13, execution ratios that are equal to or higher than a certain predetermined value are shown as execution rules in the execution 11700 and FIG. 13. Register “○” in the execution 13700. After analyzing the driving arrangement rules in S8800, the process proceeds to S8100 and this process is repeated until there is no driving arrangement input. In S8110, among the operation arrangement rules stored in the operation arrangement rule table 1240, the execution arrangement rules similar to S8600 are executed for the execution 11700 shown in FIG. 11 and the execution 13700 shown in FIG. To automatically propose a driving arrangement plan, and the driving arrangement process of S2300 is terminated.

Returning to FIG. 2, the description of the processing flow in the present driving arrangement support system will be continued. After executing the operation arrangement process in S2300, the process proceeds to S2400. In S2400, the user confirms the mark on the diagram displayed in S14400 on the display device 1400 shown in FIG. 1, and if there is a place where the change is to be canceled, the change is canceled, and the process proceeds to S2500. In S2500, the driving arrangement rule analysis unit 1170 shown in FIG. 1 is used to perform the same processing as in S8800 shown in FIG. 8, and the driving arrangement rule table 1240 shown in FIG. 1 is updated. After the update, the process proceeds to S2600. When the user confirms the entire operation arrangement plan and wants to continue the operation arrangement process, the process returns to S2300 because the operation arrangement plan has not been completed, and the user determines that the operation arrangement plan has been completed. Repeat the driving arrangement process. If the user determines that the operation arrangement plan has been created, the process in the operation arrangement support system is terminated.
A series of flow is completed by the above processing.

1100: Processing device, 1200: Database, 1300: Input device, 1400: Display device, 1110: Diagram diagram display unit, 1120: Graph data generation unit, 1130: Deadlock determination unit, 1140: Operation arrangement rule generation unit, 1150: Train operation simulation execution unit, 1160: operation organization rule execution unit, 1170: operation organization rule analysis unit, 1210: diagram data table, 1220: link definition table, 1230: graph data table, 1240: operation organization rule table.

Claims

A diagram data table that stores the schedule data of the operation plan, a link definition table that defines the time difference between two arrival times that should be considered as a constraint on train operation, and a graph data that stores graph data representing the train operation status A database having tables;
A diagram diagram display unit for displaying a diagram corresponding to the stored diagram data on a display device;
Using the train diagram data stored in the diagram data table, according to the definition defined by the link definition table, the train schedule arrival time is a node, and the time difference between the two arrival times is a link. A graph data generation unit for generating data;
A deadlock determination unit that detects a location that becomes a deadlock from the diagram data in the diagram data table or the operation organization input result from the input device by the user;
From the graph data generated and stored by the graph data generation unit using the diagram data before and after the operation arrangement input from the input device by the user for the elimination of the deadlock and the delay recovery, the conditional clause is set to the deadlock or delay. Operational rule generation unit that extracts IF-THEN format rules whose cause and delay status, execution clause is a diagram change content,
A train operation simulation execution unit that automatically generates a driving arrangement plan and performs a simulation calculation of a train operation prediction after the current time;
Applying the operation arrangement rule generated by the operation arrangement rule generation unit to the diagram data calculated by the train operation simulation execution unit, the train diagram data shown in the execution section is changed for a train that satisfies the condition clause Has an operation organizing rule execution unit to
A driving arrangement support system characterized in that a diagram corresponding to the train diagram data in the diagram data table changed by the driving arrangement rule execution section is displayed on a display device under the control of the diagram display section. .
The operation organizing rule generation unit extracts a deadlock structure eliminated from the operation organizing input by the user from the input device for eliminating the deadlock and sets it as a conditional clause of the operation organizing rule, or for delay recovery The train that causes delay of the train recovered from the delay and the operation condition that causes the delay are extracted from the operation arrangement input by the user from the input device, and are used as a condition clause of the operation arrangement rule. The driving arrangement support system described in 1.
The operation organizing rule generation unit automatically extracts IF-THEN format rules with deadlocks and delay causes and delay conditions as condition clauses, and schedule changes as execution clauses, and by input from the input device by the user, The operation arrangement support system according to claim 1, wherein the extracted content, the train type in the conditional clause, the station, and the content of the execution clause can be added or deleted.
When the operation organization rule execution unit executes the diagram change of the execution clause to the train that matches the condition clause, for the IF-THEN format operation organization rule that does not specify the station or train number generated by the operation organization rule generation unit The driving arrangement support system according to claim 1, wherein a diagram change is applied to a portion where no deadlock occurs.
The driving arrangement support system according to claim 1,
The database has an operation arrangement rule table that stores operation arrangement rules including causes of deadlocks and delays along with the adoption rate, presence or absence of execution,
Further, referring to the operation arrangement rule table, the adoption rate of the operation arrangement rule input from the input device by the user for the changed diagram displayed on the display device is calculated, and the operation arrangement rule to be executed is analyzed. Has an operation organization rule analysis unit
The driving arrangement rule is determined based on the adoption rate calculated by the driving arrangement rule analysis unit, the driving arrangement rule execution unit performs the driving arrangement rule execution process, and the operation arrangement plan is automatically proposed. Driving arrangement support system.
A deadlock determination step for detecting a deadlock location from a train operation plan diagram data or a user operation input result from an input device by a user;
According to the definition in the link definition table that defines the time difference between two arrival times that should be considered as a constraint on train operation, the arrival time of the train schedule is a node, and the time difference between the two arrival times is a link. A graph data generation step for generating graph data;
From the graph data generated by the graph data generation step using the diagram data before and after the operation arrangement input from the input device by the user for the elimination of the deadlock and the delay recovery, the condition clause causes the deadlock and the delay and the delay Operational rule creation step to extract IF-THEN format rules with the situation and execution clause as the diagram change content,
A train operation simulation execution step for automatically generating an operation arrangement plan and performing a simulation calculation of a train operation prediction after the current time;
Applying the operation arrangement rule generated by the operation arrangement rule generation unit to the diagram data calculated in the train operation simulation execution step, the train diagram data shown in the execution section is changed for a train that satisfies the condition section An operation arrangement rule execution step to
A driving arrangement support method comprising a step of displaying a diagram corresponding to the train schedule data changed by the driving arrangement rule execution step on a display device.
Furthermore, referring to the operation organization rule table that stores the operation organization rules including the cause of deadlock and delay together with the adoption rate and whether or not they are executed, input from the input device by the user for the changed diagram displayed on the display device A driving arrangement rule analysis step for calculating the adoption rate of the arranged driving arrangement rules and analyzing the operation arrangement rules to be executed,
For the driving arrangement rule determined based on the adoption rate calculated in the driving arrangement rule analysis step, the driving arrangement rule execution processing is performed by the operation arrangement rule execution step, and an operation arrangement plan is automatically proposed. The driving arrangement | positioning assistance method of Claim 6.