JP2013203078A - Train rescheduling support device and method of supporting train rescheduling - Google Patents

Abstract

【Task】
Supporting operation arrangement considering the possibility of future transportation problems.
[Solution]
Means for receiving a spatio-temporal information acquisition request from a driving arrangement terminal, means for extracting a location subject to driving arrangement corresponding to the spatio-temporal information acquisition request, a driving management system, and a spatio-temporal corresponding to time and place Means for storing information, and a spatiotemporal information management system comprising means for transmitting spatiotemporal information corresponding to the time and place of the spatiotemporal information acquisition request received from the operation management system. Means for calculating a spatiotemporal information index based on spatial information, means for comparing the spatiotemporal information index with one or more predetermined threshold values, and means for displaying a comparison result between the spatiotemporal information index and the threshold value .
[Selection] Figure 20

Description

  The present invention relates to a system and a method for supporting recovery from operation disturbance in operation arrangement work.

  In the operation arrangement work that restores operation schedule disruption due to natural disasters and accidents to normal conditions, computer support is provided to complicate high-density operation and improve passenger service. At this time, there are many ways to recover the diamond, and it is possible to select a recovery method more by showing evaluation scales such as the degree of diamond recovery and the waiting time of passengers.

  Patent Document 1 describes a technique for creating a driving arrangement plan in consideration of passenger flow and the degree of diamond recovery.

JP 2010-264978 A

  However, the technique described in Patent Document 1 does not describe a technique for supporting operation arrangement in consideration of the possibility of a future transportation failure.

  One solution to this problem is shown in Japanese Patent Application No. 2012-52489. In the present invention, operation arrangement in consideration of the possibility of a future transportation failure is further supported.

  Means for receiving a spatiotemporal information acquisition request from a driving arrangement terminal, means for extracting a place to be subject to driving arrangement corresponding to the spatiotemporal information acquisition request, a driving management system, and a spatiotemporal time corresponding to the time and place Means for storing information, and a spatiotemporal information management system comprising means for transmitting spatiotemporal information corresponding to the time and place of the spatiotemporal information acquisition request received from the operation management system. Means for calculating a spatiotemporal information index based on spatial information, means for comparing the spatiotemporal information index with one or more predetermined threshold values, and means for displaying a comparison result between the spatiotemporal information index and the threshold value .

  It is possible to organize the operation in consideration of the possibility of future transportation problems.

It is an example which shows a system configuration. It is a figure which shows an example of the hardware constitutions of an operation management system and a ticket management system. It is a figure which shows an example of the sales history table hold | maintained with a ticket management system. It is a figure which shows an example of the table which manages the process hold | maintained by a ticket management system. It is a figure which shows an example of the plan, prediction, and performance diagram table which are hold | maintained with an operation management system. It is a figure which shows an example of the whole flow of a business index display process. It is a figure which shows an example of the screen which a commander operates for driving arrangement. It is an example of the screen which displays the detail of the sales data of a train. It is a figure which shows an example of a business data request | requirement processing flow. It is a figure which shows an example of a business data extraction process flow. It is a figure which shows an example of a business index calculation process flow. It is a figure which shows an example of the table holding the business data classified by train. It is a figure which shows an example of the table holding the business data of a connecting train. It is an example which shows the system configuration which utilizes a weather forecast for driving arrangement. It is a figure which shows an example of the weather forecast table hold | maintained at a weather server. It is a figure which shows an example of the equipment table hold | maintained with an operation management system. It is a figure which shows an example of the station table hold | maintained with an operation management system. It is a figure which shows an example of the weather history table hold | maintained with an operation management system. It is a figure which shows an example of the whole flow of a weather information display process. It is a figure which shows an example of the screen which a commander operates for driving arrangement. It is a figure which shows an example of a weather parameter | index calculation processing flow.

  The case where the ticket sales information is used for driving arrangement will be described as an example. FIG. 1 is a system configuration diagram of a driving arrangement support system.

  The driving arrangement support system includes a driving arrangement terminal 7, an operation management system 1, a ticket management system, and an operation terminal 6. The operation management system 1 includes a schedule diagram TL1051 for managing a train operation plan, a prediction diagram TL1052 for predicting a future diagram based on the current operation status, a record diagram TL1053 for storing operation results, and a failure management for managing transportation failures. TL 1054, business data TL 1055 that stores the value of each train, and business data TL 1056 that stores the value of each train station are stored. The operation management system 1 is connected to the operation management terminal 7 operated by the commander 13 who performs the operation adjustment work, and the ticket management system 2 that sells and manages the tickets of the train to be operated. A diagram management unit 1002 for storing a schedule diagram based on a schedule diagram from a diagram generation device such as JP-A-9-188255 (not shown), a departure / arrival time at each stop station of each train acquired from a station server (not shown), A diagram predicting unit 1003 for predicting a schedule based on a performance diagram, a business index managing unit 1004 for acquiring business data from the ticket management system and recalculating it into a unique index, a display for displaying the plan diagram, a forecasting diagram, and a business index It has a function of a communication unit 1001 for communicating with the control 1005, the operation arranging terminal 7 and the ticket management system 2.

  The ticket management system 2 includes an inventory management TL 2051 for managing ticket inventory, an equipment TL 2052 for managing equipment corresponding to tickets to be sold, a ticket sales history TL 2054, and a process TL 2005 for managing a plurality of tickets in units of trips. Are connected to the operation terminal 6 operated by the salesperson 12 or the passenger 11. The ticket management system 2 includes the operation terminal 6, a communication unit 2001 that communicates with the operation management system 1, a history management unit 2002 that manages ticket sales history, a process management unit 2003 that manages the process information, a sales history and process. The sales data extraction unit 2004 that counts the sales data based on the above and the inventory management unit 2005 that manages the inventory of tickets are held.

  The operation management system 1 and the ticket management system 2 use a server or a personal computer, and the operation terminal 6 is a ticket vending machine set at a station or a travel agency, a personal computer that enables purchase of a ticket via the Internet, or For example, the operation management terminal 7 can be configured as a mobile phone using the apparatus shown in FIG.

  FIG. 2 shows a hardware configuration of the operation management system 1 and the ticket management system 2. A communication device 154 controlled by the communication units 1001 and 2001, various functions 1002 to 1005, 2002 to 2004, a storage device 152 that holds various tables (hereinafter referred to as TL), and various functions 1002 to 1005, 2002 to 2004 are stored at startup. A control device 153 that is loaded from 152 and executed at a timing when an execution request is made, and an input device 151 and a display device 155 that are used when the administrator of each system performs maintenance and settings.

  This will be described below using a specific example. In calculating the business index used in the present invention, it is assumed that the ticket sales system 2 has the following data.

  The operator sets inventory management TL 2051 and equipment TL 2052 from a management terminal (not shown).

  The inventory management TL 2051 stores data input based on an arrangement book for trains operated by an operator. Train number that uniquely identifies the train, organization number that uniquely identifies the combination pattern of the vehicles that make up the train, vehicle number that uniquely identifies the vehicle such as “No. 3 car”, and seat that uniquely identifies the seat such as “3A” Data is stored for each number, and seat status such as “vacant seat” and “sold” is maintained.

  The facility TL 2052 stores data that is input based on an arrangement book for a train operated by an operator. An example of the breakdown of the data is the organization number that uniquely identifies the combination pattern of the vehicles that make up the train, the vehicle number that uniquely identifies the vehicle such as “No. 3”, and the seat that uniquely identifies the seat such as “3A” Numbers, equipment types such as “normal cars” and “first class trains”, and incidental conditions such as “non-smokers” “near multipurpose room” “with outlet”.

  Further, the inventory management TL 2051, the sales history TL 2054, and the process TL 2055 are updated when the passenger 11 or the salesperson 12 purchases a ticket at the operation terminal 6. Specifically, a purchase request is notified from the operation terminal 6 to the ticket management system 2 to determine whether the ticket management system 2 can be sold. If the ticket can be sold, the inventory status of the inventory management TL 2051 is updated to sold. . At the same time, the sales history TL 2054 and the process TL 2055 are updated.

  FIG. 3 shows an example of sales history TL2054 data. Date 20541 sold, sales ID uniquely indicating the sold operation as a key, ticket type 20543 such as “boarding ticket” “designated ticket”, train number 20544 in case of designated ticket, vehicle number 20545, seat number 20546, boarding Data of the number of persons 20547 to be sold, the boarding station 20548 of the sold ticket, the getting-off station 20549, the discount type 2054A when there is a discount to be applied, the ticket fee 2054B, and the presence / absence of designation of equipment at the time of reservation 2054C are stored.

  FIG. 4 shows an example of the data of the process TL2055. The sales date 20551, the process ID 20552 that uniquely identifies the process, the sales ID 20553 that uniquely indicates the sold operation, and the number of processes 20554 are stored.

  Further, in order to select a train to be acquired at the time of operation arrangement, it is assumed that there are data of the plan diagram 1051, the prediction diagram 1052, and the actual diagram 1053. An example of the data items possessed by each diamond is shown in FIG. A date 15011 indicating a date of operation, a route name 10512 for uniquely identifying the route to be operated, a train number 10513 for uniquely identifying a train to be operated, a station name 10514 indicating a stop station, and a arrival time 10515 indicating a stop time of the station, A departure time 10516 indicating the departure time and a departure / arrival number line 10517 indicating the number of the departure / arrival line are held.

  Note that the prediction diagram is created by using, for example, Japanese Patent Application Laid-Open No. 2010-234968 based on the past failure information, the plan diagram and the actual diagram at that time.

  FIG. 6 shows the business index display processing flow. For example, when a personal accident occurs at 14:00 and the schedule is disrupted and the operation is being organized, the target recovery time must be determined from past experience, and one train must be suspended due to operational restrictions. Assuming the details of processing are described.

  In this example, it is assumed that the route managed by the operation management system is the A route, and the stations are arranged in the order of A station → B station → C station... → I station. Furthermore, it is assumed that it is possible to change to line X at station C and to line Y at station I.

  When the operator's sales index acquisition request operation T11 is performed on the operation arrangement terminal 7, the operation acquisition terminal 7 notifies the operation management system 1 of the business acquisition request. In the operation management system 1, the business index management unit 1004 operates and executes a business data acquisition process T12. In the business data acquisition process T12, the train number of the train to be acquired is extracted, and a business data acquisition request is issued to the ticket management system 2. When the ticket management system 2 receives the business data acquisition request, the business data extraction unit 2004 executes the business data extraction process T14 and returns the calculation result to the business index management unit 1004 of the operation management system. The business index management unit 1004 that has received the business index performs a business index calculation process T16 for calling and displaying the display control unit 1005, and makes a display update request to the operation arranging terminal 7. The driving arrangement terminal 7 that has received the display update request updates the display based on the instructed request.

  FIG. 7 shows an example of a screen D1 displayed on the operation organizing terminal 7 operated by the commander 13. The screen is composed of a control unit D11 and a display unit D12. The control unit D11 includes a target recovery time input field D111, a business index display button D112, and a diamond confirmation button D113.

  The display unit D12 takes the station D121 on the vertical axis and the time D122 on the horizontal axis, and displays the position of the train at each time by a streak D124 indicating the train. A train number D215 is written in the vicinity of the stripe D124. The size of the business index of the train is shown by the color and thickness of the line, and the size of the business index of the train at the stop station is shown by the size of the intersection of the station D121 and the streak D124. That is, the larger business index is displayed with a thicker line. If the business index has not been acquired, all are drawn with the same line. A method for calculating the business index will be described later.

  The business index acquisition request is issued when the business index display button D112 is pressed or when the train line D124 is clicked when the business index is not acquired. The diamond confirmation request is issued when the diamond confirmation button D123 is pressed.

  When the streak D124 is clicked, details of the business index of the train corresponding to the clicked streak are displayed.

  FIG. 8 shows a train detail display screen D2. The train detail display screen D2 includes a train basic information display part D21 and a business index information part D22. The train basic information section D21 is composed of a train number D211, a departure station D212, and an end station D213.

  The sales index information section D22 is a total information section D223 that sums up the number of passengers and sales including the train and the trains connecting from the own train, and the items specified in the display item D226 such as “sales” and “passenger number” for each section. Sales by attribute such as equipment for each section specified by section OD table section D227, group passenger frequency distribution display section D224, section start station D221, section end station D222 to visualize the number of group reservations, etc. Information section D225 that displays the number of passengers and passengers, Interchange information section D229 that displays information related to group reservations such as school excursions, and the influence of transit trains that display the results of counting the number of passengers and sales for the journey after the train It is configured by any one or more of the information part D228.

  The overall information section D223 includes a “own train” indicating the train, a “transfer train” in the process after the train, a train type D2233 indicating “total” including the “own train” and the “transfer train”, Sales and the number of passengers are calculated and displayed for each piece of equipment information D2234 such as “number of people”, “ordinary vehicle”, “first class train”, etc. (abbreviated as “first class” in the figure). For example, if there are 20 people who transfer from station A on line A to station X on line Y and move to station X on line Y, and the sales are 80,000 yen, the number of passengers in the transit train column is 20 80,000 yen is displayed in sales.

  The section OD table portion D227 displays, for example, in a table format in which the vertical axis indicates the section start station and the horizontal axis indicates the section end station. As a result, it is possible to see at a glance which section of sales is high.

  The group passenger frequency distribution display section D224 displays, for example, a frequency distribution in which the horizontal axis represents the group reserved number and the vertical axis represents the frequency. This frequency may be displayed in different colors according to first class / first class / normal car (by type of train), or may be displayed in a different color that cannot be allocated to a train running in the vicinity of the train. Thereby, it is possible to visually express the difficulty of assignment when the train is suspended. Furthermore, by calculating the number of passengers and sales for each facility, it becomes possible to know that a person who has reserved a special facility such as a bed or a private room is not assigned to another train. In addition, the vertical axis of this frequency may be displayed logarithmically. As a result, the resolution of the graph can be secured even when there are many reservations for one person.

The section-specific information section D225 displays the items indicated by the overall information for each section specified by the section start station D221 and the section end station D222.
The group information part D229 displays the boarding station D2291, the getting-off station D2292, the number of members 2293, and the sales 2294 of the group discount user that is discounted when all the constituent members move in the same section. Thereby, it is possible to display the number of people who are not assigned to surrounding trains such as school excursions.

  The transit train influence information display unit D228 displays a train name D2281, a transfer station D2282, a passenger count D2283, and a sales D2284 for each train to be transited. As a result, it is possible to request that the commander on the transfer destination route wait for the train when the service is suspended.

Details of the process for generating data to be displayed on the screen will be described below.
FIG. 9 shows an example of the processing flow of the business index acquisition processing T12. In step S121, it is determined whether the request type is a streak designation or a time zone designation. In the case of streak designation, the process proceeds to step S123. In the case of time zone designation, after step S122, the process proceeds to step S123.

  In step S122, the train schedule TL1051 is referred to, and the train number of the train included in the time when either the arrival time 10515 or the departure time 15016 is designated is acquired. In the example of FIG. 5, trains operating between 14:00 and 16:00 are train numbers “151B” and “153C”.

  In step S123, the ticket sales system is notified of the business index acquisition request together with the train number to be acquired.

FIG. 10 shows an example of the business index calculation process T14 flow.
In step S141, the business index acquisition request is received. Both the process of extracting information from only the sales history TL (steps S142 and S143) and the extraction process (steps S144 to S147) including the process TL are executed for the train number of the acquisition request. These processes may be performed in parallel or sequentially.

  In step S142, the sales history of the corresponding train number 20544 is searched from the sales history TL2054. In step S143, the number of persons and charges are totaled for the items included in the designated section of the acquired sales history, and the sales and the number of passengers for each section are calculated. In the example of FIG. 3, in the section from station A to station D, the number of passengers with train number 151B is 2 persons, the fee is 900 yen, and in the section of station A to station B, the number of passengers in train number 151B is one person. The fee will be 500 yen. As a result, data to be displayed in the overall information part D223, the section OD table part D227, and the section-specific information part D225 is generated.

  In step S144, the sales ID 20542 corresponding to the corresponding train number 20544 is acquired from the sales history TL 2054, and the process corresponding to the sales ID is acquired. In the examples of FIGS. 5 and 6, the strokes corresponding to the train number 153C correspond to “20121110YYY1”, “201212110YYY2”, and “201212110YYY3”.

  In step S145, the number of records is counted for each person in these processes, and a frequency distribution is created. In the above example, the number “1” is “2”, the number “1” is “2”, the number “1” is “2”, the number “1” is “2”, and the number “1” is “2”. The frequency of “2” is “1”. As a result, data to be displayed on the group passenger frequency distribution portion D224 is generated. At that time, by referring to the equipment type from the equipment TL 2052 using the seat as a key and performing the main tabulation for each equipment type, for example, the frequency distribution of the first-class / first-class train can be calculated.

  In addition, using the fact that the number distribution of seat numbers and the arrangement of English in a row are adjacent to each other in the frequency distribution creation function, the seat 20545 of the sales history TL2054 is referred to, and the serial number is acceptable. Can manage seats that are seated or buried. For example, using the relationship that AB is adjacent, CDE is adjacent, and 2A and 3A are front and back, it can be seen from the history of FIG. 3 that 4A and 4B are filled with serial numbers. From this information, the sales status of seats in groups such as serial numbers such as 4A and 4B for each train and box seats such as 4A4B, 5A5B, etc., are managed. It is also possible to compare serial numbers and masses of unsold seats, extract only those that are not allocated, and tabulate them as a frequency distribution. Thereby, the original data for displaying in a different color what cannot be allocated to the train running in the vicinity of the train can be created.

  In step 146, a tabulation process relating to transit is performed. Of the journeys acquired in step 144, the tickets scheduled to be boarded after the train are tabulated and the transfer station, number of passengers and sales are obtained. For example, if there are 10 passengers going from station A to train station 153C, going to station I, then transferring to station I and going to station X, the designated ticket price from station I to station X is 2000 yen per person. Transfer station "I station", 10 passengers, sales 20,000 yen. Thereby, the data displayed on the transit train influence information section D228 is generated.

In step S147, aggregation processing relating to the organization is performed. Of the process and sales history acquired in step 144, only those whose discount type is “group discount” are extracted, and data to be displayed in the group information section S229 is generated. In the example of FIG. 3, 50 persons from sales ID “20121110XX15” to sales ID “201211110XX64” correspond to “C station” at the boarding station D2291, “G station” at the getting-off station D2292, and the number of members 2293. “175,000” is displayed for “50 people” and sales 2294.
In step S148, the data calculated in S143, S145, S146, and S147 are transmitted to the operation management system 1.

FIG. 11 shows an example of a processing flow for superposing and displaying a business index on a diagram.
In step S161, a response to the business index request is received from the ticket management system 2.

Thereafter, the following processing is executed for all trains that have obtained the business index.
In step S162, the number of passengers and sales for each section are stored in the train-specific sales data TL1055. FIG. 12 shows an example of train-specific sales data TL. Date 10551 indicating the operating date, route name 10552 for uniquely identifying the operating route, train number 10553 for uniquely identifying the operating train, the type of seating equipment sold such as “ordinary car” and “first class train” Equipment type 10554, group number 10555 indicating the number of people constituting the journey, section order 1 10556 indicating the order in the route of the boarding station, section order 2 10557 indicating the order in the route of the getting-off station, and the station name of the boarding station Section 1 10558, section 2 10559 indicating the section name of the getting-off station, corresponding train number, ticket type, number of passengers, number of passengers 1055A corresponding to the section, and sales 1055B. When NULL is set for the group number, section, and equipment type, the total value is stored without narrowing down according to the corresponding condition.

In step S163, based on the acquired business data, the business index is converted into a business index for defining the thickness and color of the line related to the display. As an example of the conversion formula, as the weighting factors α, β, γ, δ set by the operator in advance,
Calculated by the following formula: α x ordinary car sales + β x first-class train first-class sales + γ x transit train sales + δΣ group number x group number x frequency. The higher the sales of each train, the larger the sales index. In addition, the business index can be increased for a train on which a group passenger who is difficult to assign to other trains rides. This index is obtained for each section, and expressed as, for example, the thickness of a line proportional to the business index. Or you may display according to a color according to the some threshold value which an operator presets. In step S164, the acquired business data relating to the transit train is stored in the transit train-specific business data TL1056. FIG. 13 shows an example of business data TL1056 for each connecting train. The business data TL1056 for each transit train includes a date 10561 indicating a date of operation, a route name 10562 that uniquely identifies the route to be operated, a train number 10563 that uniquely identifies the train to be operated, and a station to which the train number is changed. The transfer station 10564 shown, the transfer train 10565 showing the transfer train, the number of passengers 10666 transferring to the transfer train at the transfer station from the train number, and the sales 10567 are held.
In step S165, the number of passengers and sales are totaled for each transfer station 10564 of the stored data, and the weighting factors set in advance by the operator are set to η and φ, for example, proportional to η × passenger number + φ × sales. It is displayed as a sales index for each station in a circle of radius.

  In addition, the section used as the aggregation unit may be performed in units of stations, may be performed in units of managing seats, or may be performed as a division point at stations that can be turned back.

  This is because the ticket management system 2 manages seats not in units of stations but in sections called basic divided sections in order to reduce the number of data and processing load. For example, if the basic division section of route A is A to C station, C to G station, G to I station, if you sell a designated ticket to C to D station, to D station to F station in the same basic division section The same seat is not actually reserved, but cannot be reserved. By adopting such divided sections, it is possible to reduce the amount of data and present necessary information.

  Alternatively, in route A, if there are detention lines at C and E stations and can be turned back, and the remaining stations cannot be turned back, station A to station C, station C to station E, station E to station I are divided into sections. Also good. As a result, it is possible to present necessary information with a minimum amount of data in order to use the sales for each section to determine whether or not the return operation is necessary.

  Example 2 is an example added from Japanese Patent Application No. 2012-52489.

  A case where weather information is used for driving arrangement will be described as an example. FIG. 14 is a system configuration diagram of a driving arrangement support system using weather information. For simplification, only differences from the first embodiment will be described.

The operation management system 1 is connected to a weather server 5 that provides a weather forecast such as the Japan Meteorological Agency via a network. The weather server 5 includes a communication unit 3001 for communicating with other systems and a weather information management unit 3002 for managing weather forecasts, and holds forecast information such as weather, wind speed, and precipitation in the weather forecast table 3051. . This prediction information can be realized by using, for example, weather forecast information generally distributed on a WEB site.
The operation management system 1 includes an anemometer that measures a wind direction and a wind speed, a rain gauge that measures precipitation, a facility table 1057 that manages installation locations such as a windbreak fence that prevents wind, a station table 1058 that manages the position of a station, A meteorological history table 1059 for storing results measured in the past by the anemometer and the rain gauge is held. In addition, the operation management system 1 holds a weather information management unit 1006 that acquires a weather forecast from the weather server and recalculates it into a unique index.

  FIG. 15 shows an example of data in the weather forecast table 3051. Date 30511 and time 30512 that are the targets of the weather forecast, place name 30513 that indicates the place of interest, latitude 30514 and longitude 30515 for uniquely indicating the place name, such as “10 m north” and the wind direction and speed of the time and place The wind speed 30516 is stored, and the precipitation 30517 data is stored in the location target within one hour from the time.

  FIG. 16 shows an example of data in the equipment table 1057. Facility name 10571 for uniquely identifying the facility, route name 10572 for which the facility is installed, kilometer 10573 uniquely indicating the facility installation location on the route, latitude 10574 indicating the facility installation location, longitude 10575, “rainfall” Data of equipment type 10576 indicating the type of equipment such as “meter” and “anemometer”, and direction 10777 indicating which side of the track is installed in the case of a windbreak fence are held.

  FIG. 17 shows an example of data in the station table 1058. Data of the route name 10681 indicating the route to which the station belongs, the target station name 10582, the kilometer 1058 uniquely indicating the station location on the route, the latitude 10484 indicating the location of the station, and the longitude 10585 are stored.

  FIG. 18 shows an example of data in the weather history table 1059. Date 10591 and time 10592 that are subject to weather forecast, measured equipment 10593, such as “10m north”, wind speed 10594 that keeps the wind direction and wind speed at that time and place, precipitation 10595 within one hour from that time, for example. Retain data.

  FIG. 19 shows a weather index display processing flow. As in the first embodiment, details of the processing will be described assuming a case where a person accident occurs at 14:00, the schedule is disturbed, and the driving arrangement work is performed.

  In this example, it is assumed that the route managed by the operation management system is the A route, and the stations are arranged in the order of A station → B station → C station... → I station.

  When the commander's weather information display operation T21 is performed on the operation organization terminal 7, the operation organization terminal 7 notifies the operation management system 1 of a weather information acquisition request. That is, the operation management system 1 receives a spatiotemporal information acquisition request from the operation arrangement terminal 7. In the operation management system 1, the weather information management unit 1006 operates and executes a weather forecast acquisition process T22. In other words, the operation management system 1 extracts a location subject to operation arrangement corresponding to the spatiotemporal information acquisition request, and requests the spatiotemporal information management system for the spatiotemporal information specified by the requested time and the extracted location. To do. In the weather forecast acquisition process T22, the station name 10582 of the A line and the latitude 10484 longitude 10585 indicating the location of the station are extracted from the station table 1058, and a weather forecast acquisition request is issued to the weather server 5. At this time, the location and time are specified in the weather forecast acquisition request. For example, the location is specified by listing a station name such as “Station A” and a plurality of latitudes and longitudes such as “North latitude 36.11” and “East longitude 136.64”. For example, the time is specified in units of days such as “November 10, 2011” or in units of hours.

  When the weather server 5 receives the weather forecast acquisition request, the weather information management unit 5002 executes a weather data extraction process T24 for extracting the weather forecast corresponding to the designated place and time from the weather forecast table 3051. That is, the spatiotemporal information management system stores the spatiotemporal information corresponding to the time and location, and transmits the spatiotemporal information corresponding to the time and location of the spatiotemporal information acquisition request from the operation management system 1. Data extraction is performed by using A corresponding to the place name of the designated “station A” as a search condition for the place name 50113, and as a search condition for a designated date 50111 time 50112 such as “November 10, 2011”. Get information. Alternatively, information is acquired using the specified date / time as a search condition for the date 50111 time 50112, and the distance between the latitude 50114 longitude 50115 indicated by the weather forecast and the specified latitude / longitude is calculated for all the acquired information. Only those within a certain distance may be extracted. The fixed distance is specified by the weather server operator, for example, with a radius of 1 km. The extracted weather forecast information includes a date such as “November 10, 2011”, a time such as “15:00”, a station name such as “Station A”, a wind speed such as “5 m north”, and “20 mm / h”. ", Etc.".

  Thereafter, the weather information management unit 5002 returns the extraction result to the weather index calculation unit 1006 of the operation management system. The weather information management unit 1006 that has received the weather forecast performs a weather index calculation process T26 for calling and displaying the display control unit 1005, and makes a display update request to the operation arranging terminal 7. The driving arrangement terminal 7 that has received the display update request updates the display based on the instructed request. That is, the operation management system calculates a spatiotemporal information indicator based on the spatiotemporal information acquired from the spatiotemporal information management system, compares the spatiotemporal information indicator with one or more predetermined threshold values, The comparison result of the information index and the threshold value is transmitted to the driving arrangement terminal, and the driving arrangement terminal displays the comparison result.

  FIG. 20 shows an example of a screen D1 displayed on the operation organizing terminal 7 operated by the commander 13. The screen is composed of a control unit D11 and a display unit D12. The control unit D11 includes a target recovery time input field D111, a weather information display button D114, a diamond confirmation button D113, a legend D115 indicating that the color indicating “stop driving” is red, and that the “speed regulation” is yellow. There is.

  The display unit D12 takes the station D121 on the vertical axis and the time D122 on the horizontal axis, and displays the position of the train at each time by a streak D124 indicating the train. A train number D215 is written in the vicinity of the stripe D124. For areas defined by two stations and two times, the operation suspension or speed restriction is displayed in different colors based on the contents of the operation restriction in the corresponding section / time zone. If the weather index is not acquired, it is assumed that all are filled with colorless.

  The weather information acquisition request is issued when the weather information display button D114 is pressed. The diamond confirmation request is issued when the diamond confirmation button D123 is pressed.

  FIG. 21 shows an example of weather index calculation processing. This process is started when the weather forecast request T22 is executed. In step S261, weather forecast information is received from the weather server 5. Rotate the loop by the number of times and places acquired.

  In step S262, a weather index for each time zone of a section between stations is calculated based on the acquired weather forecast information. For example, in the case of the wind speed between 15:00 and 16:00 between station A and station B, the wind speed at station A is 10 m north and the wind speed at station B is 12 m, which is an average value, based on the acquired weather forecast. 11m is the weather index. Or it is good also considering 12m which is the maximum value as a weather parameter | index. Alternatively, an offset is calculated from the average value or the maximum value in the past weather forecast and the measured value measured by the facility managed by the operation management system, and corrected to the value at the point of the facility managed by the operation management system. May be. For example, when the average value of the wind speed at the stations A and B and the measured value of the anemometer A existing between the stations A and B are different by an average of 10 m per year, 10 m is added as an offset value and used as a weather index. Thereby, even when the wind speed is significantly different between the point indicated by the weather forecast and the point where the track is located, such as the wind speed on the bridge, the information of the weather forecast can be utilized. Note that the positional relationship between the equipment and the station can be grasped by comparing the kilometer distance 10573 in the equipment table 1057 with the kilometer distance 10583 in the station table 1058. That is, the kilometer of the rain gauge A is 5.5, the kilometer of the station A is 0, and the kilometer of the station B is 10, so that the rain gauge A is between the station A and the station B. .

  As for rainfall, effective rainfall, which is related to rainfall disasters, is used to determine whether trains can operate. This effective rainfall is an index represented by the equation Rw (t) = R (t) + Σ (0.5) n / T × R (t−n). Here, Rw (t) is the effective rainfall at time t, R (t) is the hourly rainfall (rainfall per hour) at time t, R (tn) is the hourly rainfall n hours ago, and T is halved. Is the period. Effective rainfall with a half-life of 1.5 hours is highly related to disasters due to surface erosion, effective rainfall with a half-life of 6 hours is highly related to disasters caused by collapse from shallow layers on the ground, and effective rainfall with a half-life of 24 hours is It is said to be highly related to the collapse from deep layers of the ground. The effective rainfall is calculated by substituting, as R (t), these effective rainfalls as the average value, maximum value, and correction value based on an offset from the past observed value of the rain gauge managed by the operation management system.

  In step S263, the facility information corresponding to the time / place is acquired with reference to the facility table 1057, and the threshold value is selected by comparing with the calculated weather index. Here, the threshold value is determined by the passenger company, and the condition and the threshold value are set in the program in advance. For example, when the wind speed is 25 m / s or more, operation is stopped, and 20 m / s or more is speed regulation. In addition, when there are windbreak fences on both sides of the point, the operation is stopped at 30m / s or more, the speed is restricted at 25m / s or more, and the threshold value changes. When there is a windbreak fence on one side, the threshold value changes depending on the wind direction.When the wind is from the side with the fence, the operation is stopped at 30m / s or more, the speed is restricted at 25m / s or more, and from the side without the fence In the case of wind, operation is stopped at 25 m / s or more, and speed is restricted at 20 m / s or more.

  In the example of using the average value between two points as a weather index, the wind speed between station A and station B from 16:00 to 17:00 is (north 21 m / s + north 23 m / s) / 2 = 22 m / s, the wind speed between station B and station C is (23m / s north + 21m / s north) / 2 = 22m / s, the wind speed between station A and station B from 17:00 to 18:00 is (north 26 m / s + north 28 m / s) / 2 = 27 m / s, and the wind speed between station B and station C is (north 28 m / s + north 25 m / s) /2=26.5 m / s. At this time, there are windbreak fences on both sides between the station A and the station B from the equipment table 1057, and there are windbreak fences on the south side between the station B and the station C. Therefore, between station A and station B, 30m / s or more is stopped, speed limit threshold is applied to 25m / s or more, and for station B and station C, operation is stopped at 25m / s or more, 20m Above / s, the speed regulation threshold is applied. From these comparison results, there is no driving regulation between station A and station B from 16:00 to 17:00, speed regulation between station B and station C, and station A and station B from 17:00 to 18:00. It is determined that the speed is restricted during the period between the stations B and C, and the operation is stopped.

  Regarding the rainfall, three effective rainfalls are calculated at the same time, and if the effective rainfall with a half-life of 1.5 hours exceeds 30 mm, the speed is regulated. If the regulation exceeds 80 mm, the operation is discontinued, and if the effective rainfall with a half-life of 24 hours exceeds 120 mm, the speed is regulated. The three effective rainfalls are compared with threshold values, and if any one of them is determined to stop driving, it is determined to stop driving, and if any one is determined to be speed limiting, it is determined to be speed limiting.

  In step S268, a display request to the operation organizing terminal 7 is generated based on the operation regulation contents for each section and each time zone determined in step S263. For example, a rectangular area corresponding to a space and a time zone is displayed in yellow when it is determined that speed is restricted, and is displayed in red when it is determined that driving is stopped. In this example, between station A and station B between 16:00 and 17:00, there is no driving restriction, so there is no painting, between station B and station C is yellow because of speed restriction, and between 17:00 and 18:00 The station A and the station B are displayed in yellow for speed restriction, and the station B and the station C are displayed in red for operation stop. As a result, it is possible to visually express the anticipated driving regulations in advance, and even an unskilled commander can organize driving considering the future weather.

  When selecting a threshold value in step S263, a train such as a train number (not shown) and an "excellent train" such as a limited express, a "normal train" such as a general conventional line, and a "freight train" indicating freight With reference to the train table whose type is managed by the operation management system and the plan diagram table 1051, when the freight train travels in the corresponding section and time zone, the threshold value regarding rain may be increased. Thereby, it is possible to prevent a sediment disaster from occurring due to the operation of a heavy freight train.

  In this embodiment, the weather information is described as an example. However, for example, it is applicable when a threshold is provided for information associated with the distance between stations, such as the number of people staying between stations, and displayed on the commander operation screen. It is.

(1: Operation management system, 2: Ticket management system, 3: Weather server, 7: Operation control terminal, 13: Commander)

Claims (8)

Designated by means for receiving a spatio-temporal information acquisition request from the driving arrangement terminal, means for extracting a location subject to driving arrangement corresponding to the spatio-temporal information acquisition request, and the requested time and the extracted place A driving management system comprising means for requesting the spatiotemporal information to the spatiotemporal information management system;
A spatiotemporal information management system comprising means for storing spatiotemporal information corresponding to the time and the place, and means for transmitting spatiotemporal information corresponding to the time and place of the spatiotemporal information acquisition request,
The operation management system is configured to calculate a spatiotemporal information index based on the spatiotemporal information acquired from the spatiotemporal information management system, and to compare the spatiotemporal information index with one or more predetermined threshold values. And means for transmitting the comparison result of the spatio-temporal information index and the threshold to the driving arrangement terminal;
The driving arrangement support system, wherein the driving arrangement terminal includes means for displaying the received comparison result.   The driving arrangement support system according to claim 1, wherein the spatiotemporal information is a weather forecast.   2. The driving arrangement support system according to claim 1, wherein the calculation unit of the spatiotemporal information index is correction of a deviation between the acquired spatiotemporal information and information that can be observed by the track facility.   The driving arrangement support system according to claim 2, wherein the spatiotemporal information index calculation means is a weighted sum of spatiotemporal information at a plurality of times.   The driving arrangement support system according to claim 4, wherein the spatiotemporal information index is precipitation, and is effective rainfall that is a weighted sum of precipitation at a plurality of times.   The driving arrangement support system according to claim 1, wherein the hour threshold is selected based on a track facility.   The driving arrangement support system according to claim 1, wherein the hour threshold is selected based on a type of a train traveling at the time and place. The operation management system receives a spatiotemporal information acquisition request from the operation arrangement terminal, extracts a location that is a target of operation arrangement corresponding to the spatiotemporal information acquisition request, and the requested time is extracted Requesting the spatiotemporal information management system for spatiotemporal information specified by the place,
The spatiotemporal information management system transmits the spatiotemporal information corresponding to the time and location of the spatiotemporal information acquisition request to the operation management system based on the spatiotemporal information corresponding to the time and the location stored in advance. With steps,
The operation management system calculates a spatiotemporal information index based on the spatiotemporal information acquired from the spatiotemporal information management system, and compares the spatiotemporal information index with one or more predetermined threshold values. And a step of transmitting the comparison result of the spatiotemporal information index and the threshold to the operation arranging terminal,
The driving arrangement support method, wherein the driving arrangement terminal includes a step of displaying the received comparison result.

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