FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
RAILROAD SYSTEM, OPERATION MANAGEMENT DEVICE, OPERATION
MANAGEMENT METHOD, AND OPERATION MANAGEMENT PROGRAM;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED
AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3,
MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 100-8310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
2
DESCRIPTION
TITLE OF THE INVENTION:
RAILROAD SYSTEM, OPERATION MANAGEMENT DEVICE, OPERATION
5 MANAGEMENT METHOD, AND OPERATION MANAGEMENT PROGRAM
Field
[0001] The present disclosure relates to a railroad
system including an operation management device that
10 manages the operation of trains, an operation management
device, an operation management method, and an operation
management program.
Background
15 [0002] There are conventionally known techniques for
dealing with a delay of a preceding train by controlling
the speed of a following train running behind the preceding
train. For example, Patent Literature 1 discloses a
prediction control technique for predicting the time of
20 departure of a train from a station when the train standing
at the station delays in departing from the station and the
following train should stop that station next, and
controlling the speed of the following train so that the
following train does not stop short of the station but can
25 arrive at the next station in the shortest time after the
opening of the in-premise course.
Citation List
Patent Literature
30 [0003] Patent Literature 1: Japanese Patent Application
Laid-open No. 2017-158330
Summary
3
Technical Problem
[0004] Unfortunately, the technique described in Patent
Literature 1 does not perform the above prediction control
in a case where the following train leaves for the next
5 station before the preceding train arrives at the next
station. In such a case, the following train runs to the
next station at the highest speed. For the technique
described in Patent Literature 1, consequently, the
following train may get so close to the preceding train
10 that the following train stops between the stations in a
case where the delay of the preceding train in arriving at
the next station is large. This will lead to a significant
delay in the arrival of the following train at the next
station.
15 [0005] The present disclosure has been made in view of
the above, and an object thereof is to provide a railroad
system capable of preventing or reducing the delay of the
following train in arriving at the next station even when
the preceding train has a delay in arriving at the next
20 station.
Solution to Problem
[0006] In order to solve the above-described problems
and achieve the object, a railroad system according to the
25 present disclosure comprises a plurality of trains and an
operation management device. The operation management
device manages operation of a subject train that is at
least one of the plurality of trains. The operation
management device includes a calculation unit and a
30 communication unit. The calculation unit calculates a
target arrival time at which the subject train is to arrive
at a next station, upon occurrence of a delay of a
preceding train in arriving at the next station, the
4
preceding train being a train among the plurality of trains
and running ahead of the subject train, and, upon arrival
of the preceding train at the next station, calculate a
target arrival time at which the subject train is to arrive
5 at the next station. The communication unit to transmit,
to the subject train, information on the target arrival
time calculated by the calculation unit.
Advantageous Effects of Invention
10 [0007] The present disclosure can achieve the effect of
preventing or reducing the delay of the following train in
arriving at the next station even when the preceding train
has the delay in arriving at the next station.
15 Brief Description of Drawings
[0008] FIG. 1 is a diagram illustrating an exemplary
configuration of a railroad system according to a first
embodiment.
FIG. 2 is a diagram illustrating an exemplary
20 configuration of an operation management device according
to the first embodiment.
FIG. 3 is a diagram illustrating an example of minimum
headway information according to the first embodiment.
FIG. 4 is a diagram for explaining a brake check
25 pattern in the railroad system according to the first
embodiment.
FIG. 5 is a diagram for explaining calculation of a
first target arrival time by a first calculation unit of
the operation management device according to the first
30 embodiment.
FIG. 6 is a diagram illustrating an exemplary
configuration of an on-board device provided in a train
according to the first embodiment.
5
FIG. 7 is a diagram illustrating an example of run
curve information according to the first embodiment.
FIG. 8 is a diagram illustrating an example of a
plurality of run curves according to the first embodiment.
5 FIG. 9 is a diagram for explaining calculation of a
second target arrival time by a second calculation unit of
the operation management device according to the first
embodiment.
FIG. 10 is a diagram for explaining calculation of a
10 third target arrival time by a third calculation unit of
the operation management device according to the first
embodiment.
FIG. 11 is a diagram illustrating an example of a run
curve selected by the processing unit of the on-board
15 device on the basis of each of the first target arrival
time, the second target arrival time, and the third target
arrival time calculated by the processing unit of the
operation management device according to the first
embodiment.
20 FIG. 12 is a diagram illustrating another example of a
run curve selected by the processing unit of the on-board
device on the basis of each of the first target arrival
time, the second target arrival time, and the third target
arrival time calculated by the processing unit of the
25 operation management device according to the first
embodiment.
FIG. 13 is a flowchart illustrating an exemplary
process by the processing unit of the operation management
device according to the first embodiment.
30 FIG. 14 is a flowchart illustrating an exemplary
process of calculating a target arrival time by the
processing unit of the operation management device
according to the first embodiment.
6
FIG. 15 is a diagram illustrating an exemplary
hardware configuration of the operation management device
according to the first embodiment.
FIG. 16 is a diagram illustrating an exemplary
5 configuration of a railroad system according to a second
embodiment.
FIG. 17 is a diagram illustrating an exemplary
configuration of an on-board device provided in a train
according to the second embodiment.
10 FIG. 18 is a diagram illustrating an example of a
plurality of run curves according to the second embodiment.
FIG. 19 is a diagram illustrating another example of a
plurality of run curves according to the second embodiment.
15 Description of Embodiments
[0009] A railroad system, an operation management
device, an operation management method, and an operation
management program according to embodiments will be
hereinafter described in detail with reference to the
20 drawings.
[0010] First Embodiment.
FIG. 1 is a diagram illustrating an exemplary
configuration of a railroad system according to the first
embodiment. The railroad system 100 according to the first
25 embodiment includes a plurality of trains 21 to 2m, a
plurality of wireless devices 3, a ground control device 4,
an interlocking control device 5, and an operation
management device 10. Reference sign “m” is an integer of
two or more. The railroad system 100 is applied to, for
30 example, a high-density track section in which the interval
between trains in the operation schedule is about several
minutes, but the application of the railroad system 100 is
not limited to the high-density track section.
7
[0011] The railroad system 100 includes signal security
technology (also called communications-based train control
(CBTC)) for operating and controlling the plurality of
trains 21 to 2m, using communication between the plurality
5 of trains 21 to 2m and ground equipment. The plurality of
trains 21 to 2m may be hereinafter collectively referred to
as the train(s) 2.
[0012] The plurality of wireless devices 3 and the
ground control device 4 are connected to each other via a
10 network 6 such that the wireless devices 3 can communicate
with the ground control device 4. The ground control
device 4, the interlocking control device 5, and the
operation management device 10 are connected to each other
via a network 7 such that the control device 4, the
15 interlocking control device 5, and the operation management
device 10 can communicate with each other. Each of the
networks 6 and 7 is an intranet, but may be the Internet or
a network other than an intranet and the Internet.
[0013] The wireless device 3 relays information
20 transmitted and received between an on-board device 50
installed in the train 2 and the ground control device 4.
For example, the wireless device 3 receives a wireless
signal transmitted from the on-board device 50 of the train
2 and transmits train state information included in the
25 wireless signal to the ground control device 4. The train
state information includes, for example, position
information indicating the position of the train 2 and
speed information indicating the speed of the train 2.
[0014] When acquiring, from the ground control device 4,
30 train control information for the on-board device 50 of the
train 2 present in the wireless communication range of the
wireless device 3, the wireless device 3 transmits a
wireless signal including the acquired train control
8
information to the on-board device 50. The train control
information is information for safety use, and includes,
for example, route information and stop position
information on the train 2.
5 [0015] The route information includes information for
determining the route along which the train 2 travels. The
stop position information includes information indicating a
stop limit position at which the train 2 should stop. The
train 2 can travel along the route to the stop limit
10 position. The stop limit position is set at the terminal
end of the route if there is no preceding train and other
obstructions on the route. If a proceed sign is not given
to a departure course or in-premise course, the stop limit
position is set before the course.
15 [0016] The ground control device 4 acquires train state
information from the wireless device 3, and, on the basis
of the acquired train state information, acquires position
information indicating the current position of each train
2. In addition, the ground control device 4 generates
20 train control information for each train 2 as described
later. The ground control device 4 outputs, to the
operation management device 10, train information including
the train state information and train control information
on each train 2.
25 [0017] The interlocking control device 5 receives course
control information output from the operation management
device 10. On the basis of the received course control
information, the interlocking control device 5 controls a
railroad switch (not illustrated) to thereby form the
30 course of each train 2, or generates signal information for
each train 2 and outputs the generated signal information
for each train 2 to the ground control device 4. The
signal information includes information indicating a
9
proceed sign representing a signal that gives permission to
proceed to the course.
[0018] For a course having no course control information
received from the operation management device 10, the
5 interlocking control device 5 generates signal information
including information indicating a stop sign representing a
signal that does not give permission to proceed to the
course, and outputs the signal information to the ground
control device 4.
10 [0019] The ground control device 4 generates the abovedescribed train control information for each train 2 on the
basis of the signal information transmitted from the
interlocking control device 5. On the basis of the train
state information and signal information on the train 2,
15 the ground control device 4 generates route information
indicating a route on which the train 2 can run. The
ground control device 4 can also generate stop position
information on the basis of preceding trains and other
obstructions present on the route, and add the generated
20 stop position information to the route information and
signal information, thereby generating train control
information.
[0020] The operation management device 10 acquires, from
the ground control device 4, the train information on each
25 train 2. On the basis of the acquired train information on
each train 2 and stored schedule information, the operation
management device 10 generates course control information
for each train 2 such that the train 2 runs on course and
on time according to the schedule information. The course
30 control information includes information on the train 2 and
course information, for example. The operation management
device 10 outputs, to the interlocking control device 5,
the course control information generated for each train 2.
10
[0021] On the basis of the acquired position information
of each train 2 and the stored schedule information, the
operation management device 10 determines whether each
train 2 has a delay in arriving at the next station. Then,
5 the train 2 determined to have the delay in arriving at the
next station is set as a preceding train by the operation
management device 10. A train following the preceding
train is set as a subject train by the operation management
device 10. The subject train is subjected to arrival time
10 adjustment. A train following a preceding train having a
delay in arriving at the next station is hereinafter
referred to as a subject train or a following train.
[0022] In response to determining that the preceding
train has a delay in arriving at the next station, the
15 operation management device 10 assumes that a certain delay
of the preceding train occurs, and calculates a first
target reaching time, which is the target arrival time at
which the subject train is to arrive at the next station,
irrespective of the degree of delay of the preceding train.
20 The certain delay is a predetermined delay and is set in
advance.
[0023] The operation management device 10 transmits, to
the subject train, first target arrival time information
that is information on the calculated first target arrival
25 time. The first target arrival time information
transmitted from the operation management device 10 is
received by the on-board device 50 of the subject train via
the ground control device 4 and the wireless device 3.
[0024] Upon acquiring the first target arrival time
30 information from the operation management device 10, the
on-board device 50 of the subject train performs automatic
operation of the subject train on the basis of the acquired
first target arrival time information. As a result, the
11
subject train runs according to the first target arrival
time, such that the subject train runs without getting too
close to the preceding train, as well as avoiding stopping
between stations.
5 [0025] Next, the operation management device 10
determines whether the preceding train has arrived at the
next station. In response to determining that the
preceding train has arrived at the next station, the
operation management device 10 recalculates the target
10 arrival time at which the subject train is to arrive at the
next station. The thus recalculated target arrival time is
defined as a second target reaching time. The second
target reaching time is calculated such that the delay of
the following train is reduced on the basis of the degree
15 of delay of the preceding train.
[0026] The operation management device 10 transmits, to
the subject train, the second target arrival time
information that is information on the calculated second
target arrival time. The second target arrival time
20 information transmitted from the operation management
device 10 is received by the on-board device 50 of the
subject train via the ground control device 4 and the
wireless device 3.
[0027] Upon acquiring the second target arrival time
25 information from the operation management device 10, the
on-board device 50 of the subject train performs automatic
operation of the subject train on the basis of the acquired
second target arrival time information. As a result, the
subject train runs according to the second target arrival
30 time.
[0028] In this manner, the operation management device
10 in the railroad system 100 calculates the target
reaching time and transmits the target reaching time to the
12
subject train which is the following train upon occurrence
of a delay of the preceding train for the next station, and
recalculates the target reaching time and transmits the
target reaching time to the subject train which is the
5 following train upon arrival of the preceding train at the
next station.
[0029] The operation management device 10, which
calculates the target reaching time, failing to know the
degree of delay of the preceding train having the delay in
10 arriving at the next station, can prevent the following
train from stopping between stations. Then, once the
operation management device 10 knows the degree of delay of
the preceding train after the arrival of the preceding
train at the next station, the operation management device
15 10 recalculates the target reaching time. As a result, the
railroad system 100 can prevent or reduce the delay of the
following train in arriving at the next station, preventing
the subject train from stopping between stations.
[0030] The operation management device 10 and the on20 board device 50 in the railroad system 100 will be
described in more detail. FIG. 2 is a diagram illustrating
an exemplary configuration of the operation management
device according to the first embodiment.
[0031] As illustrated in FIG. 2, the operation
25 management device 10 according to the first embodiment
includes a communication unit 11, a storage unit 12, and a
processing unit 13. The communication unit 11 is
communicably connected to the network 7, such that the
communication unit 11 can communicate with the network 7 to
30 thereby transmit and receive information to and from the
ground control device 4, the interlocking control device 5,
or the train 2. Note that the communication unit 11 may be
further connected to the network 6, and may be configured
13
to transmit and receive information to and from the train 2
via the wireless device 3 without intervention of the
ground control device 4. Alternatively, the communication
unit 11 may be configured to transmit and receive
5 information to and from the train 2 via a mobile
communication network (not illustrated).
[0032] The storage unit 12 stores schedule information
30, route information 31, train information 32, minimum
headway information 33, and the like. The schedule
10 information 30 includes, for example, running route
information and stop-station time information for each
train identifier (ID). The train ID is identification
information uniquely assigned to each train 2. The running
route information is information indicating a running route
15 on which the train 2 runs. The stop-station time
information includes information indicating the arrival
time at which the train 2 arrives at each station, and
information indicating the departure time at which the
train 2 departs from each station.
20 [0033] The route information 31 includes such
information for each route ID as the traveling direction
and the position of a unit route. The route ID is
identification information uniquely assigned to each unit
route. A unit route is a minimum route unit including one
25 or more blocks. A combination of plurality of unit routes
forms a running route of the train 2. A block, which is a
division of a track, is also called a section. The
traveling direction is the direction in which the train 2
travels on a unit route. Either inbound or outbound is set
30 as the traveling direction.
[0034] The train information 32 includes train state
information and train control information on each train 2.
The train state information includes information indicating
14
the running position of the train 2 and information
indicating the running speed of the train 2. The minimum
headway information 33 includes information indicating the
minimum headway at each station. The minimum headway is
5 the minimum departure–arrival headway between the preceding
train and the following train to allow the following train
to run without being decelerated by the brake check
pattern.
[0035] FIG. 3 is a diagram illustrating an example of
10 minimum headway information according to the first
embodiment. The minimum headway information illustrated in
FIG. 3 includes “departure station”, “arrival station”,
“direction”, and “minimum headway”, which are associated
with each other.
15 [0036] “Departure station” is information indicating a
departure station from which the train 2 departs. “Arrival
station” is information indicating an arrival station at
which the train 2 arrives next after departing from a
departure station. “Direction”, which is the direction in
20 which the train 2 travels, indicates either inbound or
outbound. “Minimum headway” is the minimum departure–
arrival headway between the preceding train and the
following train to allow the following train to run without
being decelerated by the brake check pattern. The brake
25 check pattern is used in response to the following train’s
approach to the preceding train or used in the case of the
following train’s course being not configured; for example,
the brake check pattern is used for applying the brake to
decelerate or stop the train 2 when the train 2 exceeds an
30 instruction speed or a speed limit or when the train 2 is
about to exceed an instruction speed or a speed limit.
Such a brake check pattern is also called a speed check
pattern.
15
[0037] FIG. 4 is a diagram for explaining a brake check
pattern in the railroad system according to the first
embodiment. The example illustrated in FIG. 4 shows a run
curve indicating changes in the speed of the train 2 from
5 the departure station to the arrival station, and a brake
check pattern set for the train 2.
[0038] If the on-board device 50 of the train 2 running
on the run curve illustrated in FIG. 4 receives stop
position information from the ground control device 4 upon
10 occurrence of a delay of the preceding train in leaving for
the next station, the on-board device 50 calculates an
allowable speed on the basis of the brake check pattern set
for the train 2 and the position of the train 2, and
controls the speed of the train 2 on the basis of the
15 allowable speed in comparison with the speed of the train
2. In the example illustrated in FIG. 4, the speed of the
train 2 is reduced before the arrival station in accordance
with the brake check pattern.
[0039] The processing unit 13 illustrated in FIG. 2
20 includes an information acquisition unit 20, a course
control unit 21, a delay determination unit 22, an
arrival/departure determination unit 23, a calculation unit
24, and an acceleration instruction unit 25. The
information acquisition unit 20 acquires the train
25 information on each train 2 via the ground control device
4, and stores the acquired train information of each train
2 in the storage unit 12.
[0040] On the basis of the train information on each
train 2 and schedule information stored in the storage unit
30 12, the course control unit 21 generates course control
information for each train 2 such that each train 2 runs on
course and on time according to the schedule information.
The operation management device 10 outputs, to the
16
interlocking control device 5, the course control
information generated for each train 2.
[0041] On the basis of the train information on each
train 2 stored in the storage unit 12, the delay
5 determination unit 22 determines whether each train 2 has a
delay in arriving at the next station. Then, the train 2
determined to have the delay in arriving at the next
station is set as a preceding train by the delay
determination unit 22. For example, when the preceding
10 train delays a predetermined period of time or more in
arriving at the next station, the delay determination unit
22 determines that the preceding train has a delay in
arriving at the next station.
[0042] On the basis of the train information stored in
15 the storage unit 12, the arrival/departure determination
unit 23 determines whether the preceding train determined
by the delay determination unit 22 to have the delay
arriving at the next station has arrived at the next
station. In addition, the arrival/departure determination
20 unit 23 determines whether the preceding train determined
by the delay determination unit 22 to have the delay in
arriving at the next station has departed from the next
station.
[0043] On the basis of the train information stored in
25 the storage unit 12, the calculation unit 24 calculates the
target arrival time at which the subject train, i.e. the
train following the preceding train determined to have the
delay by the delay determination unit 22 is to arrive at
the next station. The calculation unit 24 can calculate
30 the target arrival time of the subject train at the next
station in both cases where the subject train is standing
at the previous station located before the next station and
where the subject train is running from the previous
17
station toward the next station.
[0044] The calculation unit 24 includes a first
calculation unit 26, a second calculation unit 27, and a
third calculation unit 28. In response to the delay
5 determination unit 22 determining that the preceding train
has a delay in arriving at the next station, the first
calculation unit 26 calculates the first target arrival
time that is the target arrival time at which the subject
train, i.e. the train following the preceding train is to
10 arrive at the next station. The preceding train may be
hereinafter referred to as the preceding train 2A, and the
following train as the following train 2B.
[0045] FIG. 5 is a diagram for explaining calculation of
the first target arrival time by the first calculation unit
15 of the operation management device according to the first
embodiment. In the example in FIG. 5, the preceding train
2A has a delay in arriving at the next station, namely B
station, but the following train 2B is standing at the
previous station, namely A station. Note that in the state
20 illustrated in FIG. 5, the operation management device 10
does not know the degree of delay of the preceding train 2A
in arriving at B station.
[0046] When the preceding train 2A and the following
train 2B are in the state illustrated in FIG. 5, the first
25 calculation unit 26 assumes that the preceding train 2A has
a certain delay time before the arrival at B station, and
calculates the first target reaching time of the following
train 2B, irrespective of the degree of delay of the
preceding train 2A in arriving at B station.
30 [0047] The “certain delay time” is set to such an extent
that the following train 2B does not get too close to the
preceding train 2A, regardless of the degree of arrival
delay of the preceding train 2A. For example, the “certain
18
delay time” is the latest delay time of the train 2, the
maximum or average value of the delay time of the train 2
that frequently occurs in the same time slot or between the
same stations, or the maximum or average value of the delay
5 time of the train 2 that frequently occurs in the same time
slot and between the same stations. Note that the “certain
delay time” may be, for example, a delay time predicted
from past statistical results on the delay time of the
train 2 in the same time slot and between the same
10 stations.
[0048] If the on-board device 50 of the train 2 stores
information on a plurality of run curves, the first
calculation unit 26 can also calculate the first target
arrival time that is a target arrival time that allows the
15 following train 2B to run on the slowest run curve among
the plurality of run curves.
[0049] Once the first target arrival time is calculated
by the first calculation unit 26, information on the first
target arrival time calculated by the first calculation
20 unit 26 is transmitted from the communication unit 11 of
the operation management device 10 to the following train
2B. Upon receiving the information on the first target
arrival time from the operation management device 10, the
on-board device 50 of the following train 2B determines a
25 run curve suited to the first target arrival time, on the
basis of the received information of the first target
arrival time.
[0050] A run curve is a speed curve representing changes
in running speed from the previous station to the next
30 station. In the case where the on-board device 50 has a
function of performing automatic operation of the train 2,
the on-board device 50 of the following train 2B causes the
subject train to run on the determined run curve.
19
[0051] A configuration of the on-board device 50
provided in the train 2 will be described. FIG. 6 is a
diagram illustrating an exemplary configuration of the onboard device provided in the train according to the first
5 embodiment. As illustrated in FIG. 6, the on-board device
50 includes a communication unit 51, a detection unit 52, a
storage unit 53, a processing unit 54, a control unit 55,
and a display unit 56.
[0052] The communication unit 51 is wirelessly connected
10 to the wireless device 3 such that the communication unit
51 can communicate with the wireless device 3, and
transmits and receives information to and from the ground
control device 4 or the operation management device 10.
For example, the communication unit 51 receives train
15 control information from the ground control device 4 via
the wireless device 3, and receives information on the
target reaching time of the train 2 from the operation
management device 10 via the ground control device 4 and
the wireless device 3.
20 [0053] The detection unit 52 detects the position and
speed of the train 2. The detection unit 52 detects the
position and speed of the train 2 on the basis of the wheel
rotation speed detected by a rotation detector (not
illustrated) provided in the train 2. Alternatively, the
25 detection unit 52 can also detect the position and speed of
the train 2 on the basis of the position information output
from a global positioning system (GPS) receiver (not
illustrated) provided in the train 2.
[0054] The detection unit 52 outputs train state
30 information to the communication unit 51 on the basis of
the result of detection of the position and speed of the
train 2. The train state information includes, for
example, the train ID, position information indicating the
20
position of the train 2, speed information indicating the
speed of the train 2, and operation direction information
indicating the traveling direction of the train 2. The
communication unit 51 transmits the train state information
5 output from the detection unit 52, to the ground control
device 4 via the wireless device 3.
[0055] The storage unit 53 stores run curve information
including, for each pair of adjacent stations, information
on a plurality of run curves having different
10 characteristics. FIG. 7 is a diagram illustrating an
example of run curve information according to the first
embodiment. The run curve information illustrated in FIG.
7 includes “departure station”, “arrival station”,
“direction”, “running time”, “run curve ID”, “mode”, and
15 “run curve”, which are associated with each other.
“Departure station”, “arrival station”, and “direction”
illustrated in FIG. 7 are the same as “departure station”,
“arrival station”, and “direction” illustrated in FIG. 3.
[0056] “Running time” , which is expressed by the unit
20 of second, is a period of time for which the train 2 runs
from a departure station to an arrival station in the case
that the train 2 runs from the departure station to the
arrival station according to a run curve. “Run curve ID”
is identification information unique to each run curve.
25 “Mode” is a traveling mode represented by a run curve: the
example illustrated in FIG. 7 shows normal mode, recovery
mode, first low-speed mode, second low-speed mode,..., and
n-th low-speed mode. Reference sign “n” is an integer of
three or more. Note that the number of low-speed modes is
30 not limited to three or more, and may be two or less.
[0057] Normal mode is a run curve for use when there is
no delay in the earlier train. Recovery mode, which is a
run curve for use when there is a delay in the earlier
21
train, represents running in a running time shorter than
the running time in the case of running on the run curve in
normal mode used when there is no delay in the earlier
train. First low-speed mode, second low-speed mode,...,
5 and n-th low-speed mode, which are run curves for use when
there is a delay in the earlier train, represent running in
a running time longer than the running time in the case of
running on the run curve in normal mode. The running time
in second low-speed mode is longer than the running time in
10 first low-speed mode. The running time in n-th low-speed
mode is longer than the running time in second low-speed
mode.
[0058] “Run curve” includes run curve information. The
run curve information is, for example, information in which
15 each position between the departure station and the arrival
station is associated with a speed. FIG. 8 is a diagram
illustrating an example of a plurality of run curves
according to the first embodiment. In FIG. 8, the vertical
axis represents the speed of the train 2, and the
20 horizontal axis represents the position between the
departure station and the arrival station. The departure
station indicates a station from which the train 2 departs,
and the arrival station indicates a station at which the
train 2 having departed from the departure station arrives
25 next.
[0059] As illustrated in FIG. 8, run curves C1, C2, C31,
C32,..., and C3n are speed curves representing changes in
the running speed of the train 2 from the departure station
to the arrival station. The run curve C1 is a run curve in
30 normal mode. The run curve C2 is a run curve in recovery
mode. The run curves C31, C32,..., and C3n are run curves
in low-speed mode. The run curves C1, C2, C31, C32,..., and
C3n may be hereinafter collectively referred to as the run
22
curve(s) C. The run curve C1 is an example of a first run
curve, the plurality of run curves C31, C32,..., and C3n is
an example of a plurality of second run curves, and the run
curve C2 is an example of a third run curve.
5 [0060] Let us now return to FIG. 6 to continue the
explanation of the on-board device 50. When the operation
mode is set to selection mode, the processing unit 54 of
the on-board device 50 selects, from among the plurality of
run curves C stored in the storage unit 53, a run curve
10 suited to the target arrival time received by the
communication unit 51, on the basis of the information of
the target arrival time received by the communication unit
51.
[0061] For example, on the basis of the information on
15 the target arrival time received by the communication unit
51, the processing unit 54 selects, from among the
plurality of run curves C1, C2, C31, C32,..., and C3n
illustrated in FIG. 8, a run curve suited to the first
target arrival time received by the communication unit 51
20 from among the plurality of run curves C1, C2, C31,
C32,..., and C3n illustrated in FIG. 8.
[0062] For example, if the train 2 is departing from A
station, the processing unit 54 selects a run curve suited
to the first target arrival time on the basis of the first
25 target arrival time and the running time of the run curve
C. If the train 2 is running between A station and B
station, the processing unit 54 selects a run curve suited
to the first target arrival time on the basis of the first
target arrival time, the distance between the train 2 and B
30 station, and the running time of each run curve C.
[0063] If the first target arrival time calculated by
the operation management device 10 is a target arrival time
that allows the following train 2B to run on the slowest
23
run curve, the processing unit 54 selects the run curve
suited to the first target arrival time, i.e., the run
curve C3n that is the slowest run curve.
[0064] When the operation mode is set to generation
5 mode, the processing unit 54 generates, on the basis of the
information on the target arrival time received by the
communication unit 51, a run curve representing the speed
of the train 2 to allow the train 2 to arrive at the
arrival station at the target arrival time calculated by
10 the operation management device 10. Note that the on-board
device 50 may be configured to be capable of executing only
one of selection mode and generation mode.
[0065] When the control mode is set to automatic
operation mode, the control unit 55 controls the running
15 speed of the train 2 on the basis of the run curve selected
or generated by the processing unit 54. As a result, the
control unit 55 can allow the train 2 to run at the speed
specified by the run curve.
[0066] When the control mode is set to manual operation
20 mode, the control unit 55 can cause the display unit 56 to
display the run curve selected or generated by the
processing unit 54. The operator of the train 2 operates
the train 2 according to the run curve displayed on the
display unit 56, such that the train 2 can run at the speed
25 specified by the run curve. Note that the on-board device
50 may be configured to be capable of executing only one of
automatic operation mode and manual operation mode.
[0067] Next, the second calculation unit 27 of the
calculation unit 24 illustrated in FIG. 2 will be
30 described. Upon arrival of the preceding train 2A at the
next station, the second calculation unit 27 calculates,
for each following train 2B, the second target arrival time
that is the target arrival time at which the following
24
train 2B is to arrive at the next station. The calculation
of the second target arrival time by the second calculation
unit 27 is performed when the following train 2B is
standing at the previous station or running between the
5 previous station and the next station.
[0068] FIG. 9 is a diagram for explaining calculation of
the second target arrival time by the second calculation
unit of the operation management device according to the
first embodiment. In the example illustrated in FIG. 9,
10 since the preceding train 2A has arrived at B station, the
degree of delay of the preceding train 2A is known;
therefore, the second calculation unit 27 calculates the
second target reaching time such that the delay of the
following train 2B is reduced on the basis of the degree of
15 delay of the preceding train 2A.
[0069] For example, the second calculation unit 27
calculates the second target reaching time using Formula
(1) below, on the basis of the schedule information 30, the
train information 32, and the minimum headway information
20 33 stored in the storage unit 12. In Formula (1), “T2” is
the second target reaching time, “t1” is the arrival time
at which the preceding train 2A arrives at the next
station, “t2” is the scheduled stoppage period of the
preceding train 2A at the next station, and “t3” is the
25 minimum headway. For example, the second calculation unit
27 calculates the scheduled stoppage period of the
preceding train 2A at the next station, on the basis of the
stop time information included in the schedule information
30.
30 (1): T2=t1+t2+t3
[0070] Once the second target arrival time is calculated
by the second calculation unit 27, information on the
second target arrival time calculated by the second
25
calculation unit 27 is transmitted from the communication
unit 11 of the operation management device 10 to the
following train 2B. Upon the reception of the information
of the second target arrival time from the operation
5 management device 10 at the communication unit 51, the
processing unit 54 of the on-board device 50 in the
following train 2B determines a run curve suited to the
second target arrival time, on the basis of the received
information on the second target arrival time.
10 [0071] If the train 2 is departing from A station, the
processing unit 54 selects a run curve suited to the second
target arrival time, on the basis of the second target
arrival time and the running time of the run curve C. If
the train 2 is running between A station and B station, the
15 processing unit 54 selects a run curve suited to the second
target arrival time, on the basis of the second target
arrival time, the distance between the train 2 and B
station, and the running time of each run curve C.
[0072] When the operation mode is set to selection mode,
20 the processing unit 54 selects, from among the plurality of
run curves C stored in the storage unit 53, a run curve
suited to the second target arrival time calculated by the
operation management device 10, on the basis of the
information on the second target arrival time received by
25 the communication unit 51. When the operation mode is set
to generation mode, the processing unit 54 generates, on
the basis of the information on the second target arrival
time received by the communication unit 51, a run curve
representing the speed of the train 2 to allow the train 2
30 to arrive at the arrival station at the second target
arrival time.
[0073] When the control mode is set to automatic
operation mode, the control unit 55 controls the running
26
speed of the train 2 on the basis of the run curve selected
or generated by the processing unit 54. As a result, the
control unit 55 can cause the train 2 to run at the speed
specified by the run curve suited to the second target
5 arrival time, instead of the run curve suited to the first
target arrival time.
[0074] When the control mode is set to manual operation
mode, the control unit 55 can cause the display unit 56 to
display the run curve selected or generated by the
10 processing unit 54. The operator of the train 2 operates
the train 2 according to the run curve displayed on the
display unit 56, instead of the run curve suited to the
first target arrival time, such that the train 2 can run at
the speed specified by the run curve suited to the second
15 target arrival time.
[0075] Next, the third calculation unit 28 of the
calculation unit 24 illustrated in FIG. 2 will be
described. Upon departure of the preceding train 2A from
the next station, the third calculation unit 28 calculates
20 as the third target arrival time that is the target arrival
time at which the following train 2B is to arrive at the
next station. The calculation of the third target arrival
time by the third calculation unit 28 is performed when the
following train 2B is standing at the previous station or
25 running between the previous station and the next station.
[0076] FIG. 10 is a diagram for explaining calculation
of the third target arrival time by the third calculation
unit of the operation management device according to the
first embodiment. In the example illustrated in FIG. 10,
30 the preceding train 2A is departing from B station while
the following train 2B is running between A station and B
station. The third calculation unit 28 calculates the
third target arrival time such that the arrival delay of
27
the following train 2B is reduced or eliminated.
[0077] For example, on the basis of the train
information 32, the minimum headway information 33, and the
like, the third calculation unit 28 calculates the third
5 target arrival time that is an entry possible time at which
the following train 2B can predictably enter B station.
[0078] Once the third target arrival time is calculated
by the third calculation unit 28, information on the third
target arrival time calculated by the third calculation
10 unit 28 is transmitted from the communication unit 11 of
the operation management device 10 to the following train
2B. Upon the reception of the information of the third
target arrival time from the operation management device 10
at the communication unit 51, the processing unit 54 of the
15 on-board device 50 in the following train 2B determines a
run curve suited to the third target arrival time, on the
basis of the received information of the third target
arrival time.
[0079] When the operation mode is set to selection mode,
20 the processing unit 54 selects, from among the plurality of
run curves C stored in the storage unit 53, a run curve
suited to the third target arrival time calculated by the
operation management device 10, on the basis of the
information on the third target arrival time received by
25 the communication unit 51. For example, if the train 2 is
departing from A station, the processing unit 54 selects a
run curve suited to the third target arrival time, on the
basis of the third target arrival time and the running time
of the run curve C. If the train 2 is running between A
30 station and B station, the processing unit 54 selects a run
curve suited to the third target arrival time, on the basis
of the third target arrival time, the distance between the
train 2 and B station, and the running time of each run
28
curve C.
[0080] When the operation mode is set to generation
mode, the processing unit 54 generates, on the basis of the
information on the third target arrival time received by
5 the communication unit 51, a run curve representing the
speed of the train 2 to allow the train 2 to arrive at the
arrival station at the third target arrival time.
[0081] When the control mode is set to automatic
operation mode, the control unit 55 controls the running
10 speed of the train 2 on the basis of the run curve selected
or generated by the processing unit 54. As a result, the
control unit 55 can cause the train 2 to run at the speed
specified by the run curve suited to the third target
arrival time, instead of the run curve suited to the second
15 target arrival time.
[0082] When the control mode is set to manual operation
mode, the control unit 55 can cause the display unit 56 to
display the run curve selected or generated by the
processing unit 54. The operator of the train 2 operates
20 the train 2 according to the run curve displayed on the
display unit 56, instead of the run curve suited to the
second target arrival time, such that the train 2 can run
at the speed specified by the run curve suited to the third
target arrival time.
25 [0083] Next, the acceleration instruction unit 25
illustrated in FIG. 2 will be described. Assume that, as
illustrated in FIG. 10, the preceding train 2A is departing
from B station while the following train 2B is about to
depart from A station or while the following train 2B is
30 running between A station and B station. In this case, the
acceleration instruction unit 25 can cause the
communication unit 11 to transmit a full acceleration
instruction to the on-board device 50 of the following
29
train 2B.
[0084] For example, the acceleration instruction unit 25
causes the communication unit 11 to transmit the full
acceleration instruction to the following train 2B at the
5 timing when the following train 2B is allowed to enter the
platform of B station after the departure of the preceding
train 2A from B station. Upon the reception of the full
acceleration instruction from the operation management
device 10 at the communication unit 51, the processing unit
10 54 of the on-board device 50 in the following train 2B
selects the fastest run curve from among the plurality of
run curves stored in the storage unit 53.
[0085] For example, when the run curve information is in
the state illustrated in FIG. 7, the processing unit 54
15 selects the run curve C2, which is the fastest run curve,
from among the run curves C1, C2, C31, C32,..., and C3n.
When the control mode is set to automatic operation mode,
the control unit 55 controls the running speed of the train
2 on the basis of the run curve C2 selected by the
20 processing unit 54. As a result, the following train 2B
can accelerate to enter the station without decelerating
according to the brake check pattern. In this manner, the
operation management device 10 can contribute to the delay
recovery of the following train 2B. Note that the
25 operation management device 10 selectively transmits either
the third target arrival time information or the full
acceleration instruction to the on-board device 50. For
example, the operation management device 10 transmits
either the third target arrival time information or the
30 full acceleration instruction to the on-board device 50
according to the type of the train 2.
[0086] A description will be made as to selection of a
run curve by the processing unit 54 of the on-board device
30
50 on the basis of each target arrival time calculated by
the processing unit 13 of the operation management device
10. FIG. 11 is a diagram illustrating an example of a run
curve selected by the processing unit of the on-board
5 device on the basis of each of the first target arrival
time, the second target arrival time, and the third target
arrival time calculated by the processing unit of the
operation management device according to the first
embodiment.
10 [0087] In the example illustrated in FIG. 11, the
preceding train 2A has a delay in arriving at B station
when the following train 2B is going to depart from A
station. Information on the first target arrival time is
therefore transmitted from the operation management device
15 10 to the on-board device 50 of the following train 2B
standing at A station. In the example illustrated in FIG.
11, the processing unit 54 of the on-board device 50 in the
following train 2B selects the run curve suited to the
first target arrival time, i.e., the run curve C3n in n-th
20 low-speed mode that represents the lowest speed. The
control unit 55 of the following train 2B causes the
following train 2B to run at the speed specified by the run
curve C3n.
[0088] Thereafter, the operation management device 10
25 determines that the preceding train 2A has arrived at B
station while the following train 2B is running at the
speed specified by the run curve C3n after departing from A
station, in which case information on the second target
arrival time is transmitted from the operation management
30 device 10 to the on-board device 50 of the following train
2B. In the example illustrated in FIG. 11, while the
following train 2B is present at a position P1, information
on the second target arrival time is transmitted to the on-
31
board device 50 of the following train 2B.
[0089] The processing unit 54 of the on-board device 50
in the following train 2B selects the run curve suited to
the second target arrival time, i.e., the run curve C31 in
5 first low-speed mode having a shorter running time than the
run curve C3n in n-th low-speed mode. The control unit 55
of the following train 2B causes the following train 2B to
run at the speed specified by the run curve C31.
[0090] As illustrated in FIG. 8, the plurality of run
10 curves C1, C2, C31, C32,..., and C3n have a common section
from the departure station to a position P2, and have a
common speed characteristic in the curve common section.
Thus, in the case where the preceding train 2A arrives at B
station while the following train 2B is present at the
15 position P1 before the position P2, the run curve selected
by the processing unit 54 is switched from the run curve
C3n to the run curve C31, but the speed at the position P1
does not differ between the run curve C3n and the run curve
C31.
20 [0091] Thus, in the case where the preceding train 2A
arrives at B station after the following train 2B departs
from A station, speed switching is not required, and the
processing unit 54 can easily select a run curve. For
example, the processing unit 54 can easily calculate the
25 arrival time expected for the train 2 running on each run
curve by subtracting, from the running time of each run
curve, the time taken for the following train 2B to move
from A station to the position P1, and can easily select a
run curve. Note that the position P2 is an example of a
30 specific position.
[0092] In addition, the operation management device 10
is able to determine the degree of delay of the preceding
train 2A upon the arrival of the preceding train 2A at B
32
station, and thus transmits, to the on-board device 50 of
the following train 2B, the second target arrival time that
depends on the degree of delay of the preceding train 2A.
As a result, even though the delay of the following train
5 2B may increase while the following train 2B is running
with the first target arrival time on the run curve C3n in
n-th low-speed mode that represents the lowest speed, the
operation management device 10 can cause the following
train 2B to run such that the delay of the following train
10 2B is recovered.
[0093] After the arrival of the preceding train 2A at B
station, the operation management device 10 determines that
the preceding train 2A has departed from B station while
the following train 2B is present at a position P4, in
15 which case information on the third target arrival time or
the full acceleration instruction is transmitted from the
operation management device 10 to the on-board device 50 of
the following train 2B. The processing unit 54 of the onboard device 50 in the following train 2B selects the run
20 curve suited to the third target arrival time or the full
acceleration instruction, i.e., the run curve C2 in
recovery mode having a shorter running time than the run
curve C1 in normal mode. As a result, the on-board device
50 can cause the following train 2B to run such that the
25 delay of the following train 2B is further recovered.
[0094] As discussed above, the on-board device 50 can
run on the run curve C2 in recovery mode having a shorter
running time than the run curve C1 in normal mode, and thus
can implement running that further recovers the delay as
30 compared with the case where the run curve C2 in recovery
mode is not prepared.
[0095] FIG. 11 illustrates an example case where the
delay of the preceding train 2A in arriving at B station
33
occurs before the following train 2B departs from A
station. An example case where the delay of the preceding
train 2A occurs after the following train 2B departs from A
station will be described hereinbelow. FIG. 12 is a
5 diagram illustrating another example of a run curve
selected by the processing unit of the on-board device on
the basis of each of the first target arrival time, the
second target arrival time, and the third target arrival
time calculated by the processing unit of the operation
10 management device according to the first embodiment.
[0096] In the example illustrated in FIG. 12, there is
no delay of the preceding train 2A in arriving at B station
until the following train 2B departs from A station. When
the following train 2B departs from A station, thus, the
15 processing unit 54 of the on-board device 50 in the
following train 2B selects the run curve C2 in normal mode
from among the plurality of run curves C1, C2, C31,
C32,..., and C3n stored in the storage unit 53.
[0097] Note that the calculation unit 24 of the
20 operation management device 10 can calculate the target
arrival time of the following train 2B at which the
following train 2B is to arrive at B station even when the
preceding train 2A does not have a delay in arriving at B
station. In this case, on the basis of, for example, the
25 schedule information 30 and the train information 32 stored
in the storage unit 12, the calculation unit 24 calculates
the target arrival time of the following train 2B at which
the following train 2B is to arrive at B station. The
target arrival time is transmitted from the communication
30 unit 11 to the on-board device 50 of the following train
2B. The processing unit 54 of the on-board device 50 in
the following train 2B selects the run curve C2 in normal
mode on the basis of the target arrival time transmitted
34
from the operation management device 10.
[0098] In the example illustrated in FIG. 12, the
operation management device 10 can determine that the
preceding train 2A has a delay in arriving at B station
5 while the following train 2B is present at the position P1
after departing from A station, in which case information
on the first target arrival time is transmitted from the
operation management device 10 to the on-board device 50 of
the following train 2B. Then, the processing unit 54 of
10 the on-board device 50 in the following train 2B selects
the run curve C3n in n-th low-speed mode that represents
the lowest speed, as the run curve suited to the first
target arrival time.
[0099] As described above, the plurality of run curves
15 C1, C2, C31, C32,..., and C3n have a common speed
characteristic in the section from the departure station to
the position P2 as illustrated in FIG. 8. Thus, in the
case where the delay of the preceding train 2A in arriving
at B station occurs while the following train 2B is present
20 at the position P1 before the position P2, the run curve
selected by the processing unit 54 is switched from the run
curve C1 to the run curve C3n, but the speed at the
position P1 does not differ between the run curve C1 and
the run curve C3n.
25 [0100] Thus, in the case where the arrival delay of the
preceding train 2A at B station occurs after the following
train 2B departs from A station, speed switching is not
required, and the processing unit 54 can easily select a
run curve. For example, the processing unit 54 can easily
30 calculate the arrival time expected for the train 2 running
on each run curve by subtracting, from the running time of
each run curve, the time taken for the following train 2B
to move from A station to the position P1, and can easily
35
select a run curve.
[0101] The operation management device 10 can determine
that the preceding train 2A has arrived at B station while
the following train 2B is present at a position P3 after
5 the occurrence of the delay of the preceding train 2A in
arriving at B station, in which case information on the
second target arrival time is transmitted from the
operation management device 10 to the on-board device 50 of
the following train 2B. The processing unit 54 of the on10 board device 50 in the following train 2B selects the run
curve suited to the second target arrival time, i.e., the
run curve C31 in first low-speed mode having a shorter
running time than the run curve C3n in n-th low-speed mode.
[0102] As discussed above, the operation management
15 device 10 is able to determine the degree of delay of the
preceding train 2A upon the arrival of the preceding train
2A at B station, and thus transmits, to the on-board device
50 of the following train 2B, the second target arrival
time that depends on the degree of delay of the preceding
20 train 2A. As a result, even though the delay of the
following train 2B may increase while the following train
2B is running with the first target arrival time on the run
curve C3n in n-th low-speed mode that represents the lowest
speed, the operation management device 10 can cause the
25 following train 2B to run such that the delay of the
following train 2B is recovered.
[0103] After the arrival of the preceding train 2A at B
station, the operation management device 10 determines that
the preceding train 2A has departed from B station while
30 the following train 2B is present at the position P4, in
which case information on the third target arrival time or
the full acceleration instruction is transmitted from the
operation management device 10 to the on-board device 50 of
36
the following train 2B. The processing unit 54 of the onboard device 50 in the following train 2B selects the run
curve suited to the third target arrival time or the full
acceleration instruction, i.e., the run curve C2 in
5 recovery mode having a shorter running time than the run
curve C1 in normal mode. This enables the following train
2B to run such that the delay of the following train 2B is
further recovered.
[0104] As discussed above, the on-board device 50 can
10 run on the run curve C2 in recovery mode having a shorter
running time than the run curve C1 in normal mode, and thus
can implement running that further recovers the delay as
compared with the case where the run curve C2 in recovery
mode is not prepared.
15 [0105] Next, a process by the processing unit 13 of the
operation management device 10 will be described with
reference to a flowchart. FIG. 13 is a flowchart
illustrating an exemplary process by the processing unit of
the operation management device according to the first
20 embodiment. The processing unit 13 executes the process
illustrated in FIG. 13 at predetermined intervals.
[0106] As illustrated in FIG. 13, the processing unit 13
of the operation management device 10 selects one
unselected train 2 from among the plurality of trains 2
25 (step S10), and acquires position information on the
selected train 2 (step S11).
[0107] Next, the processing unit 13 determines whether
the train selected in step S10 has a delay (step S12). In
response to determining that the train selected in step S10
30 has a delay (step S12: Yes), the processing unit 13
designates the following train 2B running after the
selected train 2, as the subject train for arrival time
adjustment (step S13). Then, the processing unit 13
37
determines whether the target arrival time of the subject
train determined in step S13 is being calculated (step
S14).
[0108] In response to determining that the target
5 arrival time of the subject train is not being calculated
(step S14: No), the processing unit 13 starts the process
of calculating the target arrival time of the subject train
(step S15). This calculation process corresponds to steps
S20 to S30 illustrated in FIG. 14, and will be described in
10 detail later.
[0109] In response to the end of step S15, in response
to determining that the train selected in step S10 does not
have a delay (step S12: No), or in response to determining
that the target arrival time is being calculated for the
15 subject train (step S14: Yes), the processing unit 13
determines whether there is a train 2 unselected in step
S10 (step S16). In response to determining that there is
an unselected train 2 (step S16: Yes), the processing unit
13 shifts the process to step S10. In response to
20 determining there is no unselected train 2 (step S16: No),
the processing unit 13 ends the process illustrated in FIG.
13.
[0110] FIG. 14 is a flowchart illustrating an exemplary
process of calculating a target arrival time by the
25 processing unit of the operation management device
according to the first embodiment. As illustrated in FIG.
14, the processing unit 13 acquires the position
information of the preceding train 2A, which is the train 2
ahead of the subject train (step S20).
30 [0111] Next, the processing unit 13 determines whether
the preceding train 2A has already departed from the next
station (step S21). In response to determining that the
preceding train 2A has not yet departed from the next
38
station (step S21: No), the processing unit 13 determines
whether the subject train is about to depart from the
previous station or has already departed from the previous
station (step S22). In response to determining neither
5 that the subject train is about to depart nor that the
subject train has already departed (step S22: No), the
processing unit 13 shifts the process to step S20.
[0112] In response to determining that the subject train
is about to depart from the previous station or has already
10 departed from the previous station (step S22: Yes), the
processing unit 13 determines whether the preceding train
2A has already arrived at the next station (step S23). In
response to determining that the preceding train 2A has not
yet arrived at the next station (step S23: No), the
15 processing unit 13 assumes that the preceding train 2A has
a certain delay in arriving at the next station, calculates
as the first target arrival time that is the target arrival
time at which the subject train is to arrive at the next
station, and causes the communication unit 11 to transmit
20 information on the calculated first target arrival time to
the subject train (step S24).
[0113] Next, the processing unit 13 acquires the
position information on the preceding train 2A (step S25),
and determines whether the preceding train 2A has arrived
25 at the next station (step S26). In response to determining
that the preceding train 2A has not arrived at the next
station (step S26: No), the processing unit 13 shifts the
process to step S25.
[0114] In response to determining that the preceding
30 train 2A has arrived at the next station (step S26: Yes) or
that the preceding train 2A has already arrived at the next
station (step S23: Yes), the processing unit 13 calculates
the second target arrival time that is the target arrival
39
time at which the subject train is to arrive at the next
station, and causes the communication unit 11 to transmit
information of the calculated second target arrival time
(step S27).
5 [0115] Next, the processing unit 13 acquires the
position information on the preceding train 2A (step S28),
and determines whether the preceding train 2A has departed
from the next station and the subject train is allowed to
enter the next station (step S29). In response to
10 determining that the preceding train 2A has not departed
from the next station or that the subject train is not
allowed to enter the next station (step S29: No), the
processing unit 13 shifts the process to step S28.
[0116] In response to determining that the preceding
15 train 2A has departed from the next station and the subject
train is allowed to enter the next station (step S29: Yes),
the processing unit 13 calculates the third target arrival
time that is the target arrival time at which the subject
train is to arrive at the next station, and causes the
20 communication unit 11 to transmit information on the third
target arrival time (step S30). In response to the end of
step S30 or in response to determining that the preceding
train 2A has already departed from the next station (step
S21: Yes), the processing unit 13 ends the process
25 illustrated in FIG. 14.
[0117] FIG. 15 is a diagram illustrating an exemplary
hardware configuration of the operation management device
according to the first embodiment. As illustrated in FIG.
15, the operation management device 10 includes a computer
30 including a processor 101, a memory 102, a communication
device 103, and a bus 104.
[0118] The processor 101, the memory 102, and the
communication device 103 can exchange information with one
40
another via the bus 104, for example. The storage unit 12
is implemented by the memory 102. The communication unit
11 is implemented by the communication device 103. The
processor 101 reads and executes a program stored in the
5 memory 102, thereby implementing the function of the
processing unit 13. The processor 101 is an example of
processing circuitry, and includes, for example, one or
more of a central processing unit (CPU), a digital signal
processer (DSP), and a system large scale integration
10 (LSI).
[0119] The memory 102 includes one or more of a random
access memory (RAM), a read only memory (ROM), a flash
memory, an erasable programmable read only memory (EPROM),
and an electrically erasable programmable read only memory
15 (EEPROM, registered trademark). The memory 102 also
includes a recording medium on which a computer-readable
program is recorded. Such a recording medium includes one
or more of a non-volatile or volatile semiconductor memory,
a magnetic disk, a flexible memory, an optical disk, a
20 compact disk, and a digital versatile disc (DVD). Note
that the operation management device 10 may include an
integrated circuit such as an application specific
integrated circuit (ASIC) and a field programmable gate
array (FPGA).
25 [0120] The operation management device 10 may include
two or more devices. In a case where the operation
management device 10 includes two or more devices, each of
the two or more devices has, for example, the hardware
configuration illustrated in FIG. 15. Note that
30 communication between the two or more devices is performed
via the communication device 103. In addition, the
operation management device 10 may include two or more
server devices. For example, the operation management
41
device 10 may include a processing server and a data
server.
[0121] As described above, the railroad system 100
according to the first embodiment includes the plurality of
5 trains 2 and the operation management device 10. The
operation management device 10 manages operation of a
subject train that is at least one of the plurality of
trains 2. The operation management device 10 includes the
calculation unit 24 and the communication unit 11. The
10 calculation unit 24 calculates again the target arrival
time at which the subject train is to arrive at the next
station, upon occurrence of a delay of the preceding train
2A in arriving at the next station, the preceding train 2A
being a train among the plurality of trains 2 and running
15 ahead of the subject train; and, upon arrival of the
preceding train 2A at the next station, calculates the
target arrival time at which the subject train is to arrive
at the next station. The communication unit 11 transmits,
to the subject train, information on the target arrival
20 time calculated by the calculation unit 24. The operation
management device 10, which calculates the target reaching
time, failing to know the degree of delay of the preceding
train 2A having the delay in arriving at the next station,
can prevent the following train 2B from stopping between
25 stations. Then, once the operation management device 10
knows the degree of delay of the preceding train 2A after
the arrival of the preceding train 2A at the next station,
the operation management device 10 recalculates the target
reaching time. As a result, the railroad system 100 can
30 prevent or reduce the delay of the following train 2B in
arriving at the next station, as well as preventing the
subject train from stopping between stations. That is, the
railroad system 100 can prevent or reduce the delay of the
42
following train 2B in arriving at the next station even
when the preceding train 2A has a delay in arriving at the
next station.
[0122] In addition, upon departure of the preceding
5 train 2A from the next station, the calculation unit 24
calculates the target arrival time at which the subject
train is to arrive at the next station. As a result, the
railroad system 100 can contribute to the delay recovery of
the following train 2B.
10 [0123] In addition, the calculation unit 24 calculates
the target arrival time upon arrival of the preceding train
2A at the next station, on the basis of the arrival time at
which the preceding train 2A arrives at the next station,
the scheduled stoppage period during which the preceding
15 train 2A stops at the next station, and the departure–
arrival headway of trains 2 set in advance for the next
station. The railroad system 100 can prevent or reduce the
delay of the following train 2B in arriving at the next
station.
20 [0124] In addition, the calculation unit 24 calculates
the target arrival time upon occurrence of a delay of the
preceding train 2A in arriving at the next station,
assuming that the delay of the preceding train 2A in
arriving at the next station is a predetermined delay
25 irrespective of the degree of the delay of the preceding
train 2A in arriving at the next station. As a result, the
railroad system 100 can prevent the following train 2B from
stopping between stations even when the railroad system 100
fails to know the degree of delay of the preceding train 2A
30 having the delay in arriving at the next station.
[0125] In addition, the calculation unit 24 calculates
the target arrival time while the subject train is running.
As a result, the railroad system 100 can prevent or reduce
43
the delay of the following train in arriving at the next
station even when the preceding train 2A has a delay in
arriving at the next station while the subject train is
running.
5 [0126] In addition, upon occurrence of a delay of the
preceding train 2A in arriving at the next station, the
calculation unit 24 calculates the target arrival time
while the subject train is standing at a station before the
next station. As a result, the railroad system 100 can
10 prevent or reduce the delay of the following train 2B in
arriving at the next station even when the preceding train
2A has a delay in arriving at the next station while the
subject train is standing at the previous station.
[0127] Each of the plurality of trains 2 includes the
15 communication unit 51 and the processing unit 54. The
communication unit 51 receives the target arrival time from
the operation management device 10. The processing unit 54
determines a run curve representing changes in running
speed from a previous station located immediately before
20 the next station to the next station, the run curve being
suited to the target arrival time received by the
communication unit 51. As a result, each train 2 of the
railroad system 100 can run using the run curve suited to
the target arrival time, and the railroad system 100 can
25 prevent or reduce the delay of the following train 2B in
arriving at the next station even when the preceding train
2A has a delay in arriving at the next station.
[0128] In addition, each of the plurality of trains 2
includes the storage unit 53 that stores information on a
30 plurality of run curves each representing the running speed
from the previous station to the next station. On the
basis of the target arrival time received by the
communication unit 51, the processing unit 54 designates
44
one of the plurality of run curves as the run curve suited
to the target arrival time. As a result, in the railroad
system 100, the run curve can be easily determined.
[0129] In addition, the plurality of run curves C1, C2,
5 C31, C32,..., and C3n has a common curve from the departure
station which is the previous station, to the position P2
which is a specific position. As a result, in the railroad
system 100, the switching of the speed in the train 2 can
be reduced, and furthermore, the run curve can be easily
10 selected in the processing unit 54.
[0130] In addition, the plurality of run curves
includes: the run curve C1 for use when there is no delay
of the preceding train 2A in arriving at the next station;
the plurality of run curves C31, C32,..., and C3n for use
15 when there is a delay of the preceding train 2A in arriving
at the next station, the run curves C31, C32,..., and C3n
having longer running times than the run curve C1; and the
run curve C2 for use when there is a delay of the preceding
train 2A in arriving at the next station, the run curve C2
20 having a shorter running time than the run curve C1. The
run curve C1 is an example of a first run curve, the run
curves C31, C32,..., and C3n are an example of second run
curves, and the run curve C2 is an example of a third run
curve. As a result, the railroad system 100 can accurately
25 prevent or reduce the delay of the following train 2B in
arriving at the next station, as well as preventing the
subject train from stopping between stations. That is, the
railroad system 100 can accurately prevent or reduce the
delay of the following train 2B in arriving at the next
30 station even when the preceding train 2A has a delay in
arriving at the next station.
[0131] Second Embodiment.
The railroad system according to the second embodiment
45
is different from the railroad system according to the
first embodiment in the run curve information stored in the
storage unit of the on-board device. In the following
description, components having the same functions as those
5 in the first embodiment are denoted by the same reference
signs, and descriptions thereof are omitted. The
difference from the railroad system 100 according to the
first embodiment is mainly described.
[0132] FIG. 16 is a diagram illustrating an exemplary
10 configuration of the railroad system according to the
second embodiment. The railroad system 100A according to
the second embodiment is different from the railroad system
100 in that a plurality of trains 2C1 to 2Cm is provided
instead of the plurality of trains 21 to 2m. The plurality
15 of trains 2C1 to 2Cm is different from the plurality of
trains 21 to 2m in that an on-board device 50A is provided
instead of the on-board device 50. The trains 2C1 to 2Cm
may be hereinafter collectively referred to as the train(s)
2C.
20 [0133] FIG. 17 is a diagram illustrating an exemplary
configuration of the on-board device provided in the train
according to the second embodiment. As illustrated in FIG.
17, the on-board device 50A is different from the on-board
device 50 in that a storage unit 53A is provided that
25 stores information on a plurality of run curves different
from the information on a plurality of run curves stored in
the storage unit 53.
[0134] FIG. 18 is a diagram illustrating an example of a
plurality of run curves according to the second embodiment.
30 FIG. 19 is a diagram illustrating another example of a
plurality of run curves according to the second embodiment.
Note that the examples illustrated in FIGS. 18 and 19 show
the run curve C1 in normal mode, the run curve C2 in
46
recovery mode, and the run curves C31, C32,..., and C3n in
low-speed mode, all of which are stored in the storage unit
53A.
[0135] The highest speeds of the run curves C31,
5 C32,..., and C3n in low-speed mode illustrated in FIG. 18
are lower than those of the run curves C31, C32,..., and C3n
in low-speed mode illustrated in FIG. 8. Given the same
distance, the faster the trains 21 to 2m and 2C1 to 2Cm run,
the more power they consume, that is, the higher power
10 consumption they have. The trains 2C1 to 2Cm can therefore
reduce the power consumption for running in low-speed mode
as compared with the trains 21 to 2m.
[0136] The run curves C31, C32,..., and C3n in low-speed
mode illustrated in FIG. 18 include a common acceleration
15 section starting from the departure station, the common
acceleration section being followed by a constant-speed
section in which a fixed speed continues, the constantspeed section having a length that varies among the run
curves C31, C32,..., and C3n. The run curves C31, C32,...,
20 and C3n in low-speed mode also have different running times
for the different lengths of the constant-speed section.
Thus, the railroad system 100A according to the second
embodiment provides run curves with various running times
by adjusting the length of the constant-speed section in
25 the run curves in low-speed mode.
[0137] The run curve C1 in normal mode and the run
curves C31, C32,..., and C3n in low-speed mode illustrated
in FIG. 18 have different speeds in the constant-speed
section, but share a first run curve switching recommended
30 section that is an acceleration section in which full
acceleration is performed from the departure station to a
position P10. Thus, if the target arrival time can be
updated in the first run curve switching recommended
47
section, the trains 2C1 to 2Cm do not accelerate/decelerate
does in switching from any one of the low-speed run curves
C31, C32,..., and C3n to the run curve C1 in normal mode.
[0138] In addition, the run curves C31, C32,..., and C3n
5 in low-speed mode illustrated in FIG. 18 have different
speeds in the constant-speed section, but share a second
run curve switching recommended section that is a section
from the departure station to a position P11. Thus, in a
case where the trains 2C1 to 2Cm does not
10 accelerate/decelerate in switching from any one of the lowspeed run curves C31, C32,..., and C3n to another run curve,
if the target arrival time can be updated in the second run
curve switching recommended section. As a result, no
increase in power consumption due to the
15 acceleration/deceleration associated with the run curve
switching occurs.
[0139] As described above, when the trains 2C1 to 2Cm
run according to the run curves in low-speed mode, the
railroad system 100A satisfies the target running time
20 without requiring the trains to accelerate/decelerate in
switching the run curve in the second run curve switching
recommended section. The railroad system 100A can
therefore achieve recovery of delay and energy saving as
well as satisfying the target running time.
25 [0140] Speed adjustment is important not only in a
certain section extending from the departure station but
also in a certain section extending to the arrival station.
The processing unit 54 of the on-board device 50A
calculates the second target reaching time, using the
30 minimum headway included in the minimum headway information
33 in the same manner as the processing unit 54 of the onboard device 50, but the minimum headway varies depending
on the station entry speed.
48
[0141] For example, although the following train 2B is
allowed to enter the next station after the preceding train
2A departs from the next station, the following train 2B
having the extremely low speed of entry to the next station
5 takes too much time to arrive at the next station, which
results in causing a significant increase in minimum
headway. The plurality of run curves includes run curves
having a large minimum headway and run curves having a
small minimum headway.
10 [0142] However, the calculation unit 24 of the operation
management device 10 calculates the target arrival time,
using only a single minimum headway set for each pair of
adjacent stations, as illustrated in FIG. 3. For this
reason, a large deviation between the minimum headway used
15 for the calculation of the target arrival time and the
minimum headway of the selected run curve may occur, which
results in failure to achieve highly accurate operation.
In view of this, in the on-board device 50A, the plurality
of run curves C1, C2, C31, C32,..., and C3n illustrated in
20 FIG. 19 can be stored in the storage unit 53A so that no
large difference can appear between the minimum headways of
the respective run curves.
[0143] The run curves C1, C2, C31, C32,..., and C3n
illustrated in FIG. 19 have the same speed characteristic
25 in the section from the departure station to a position
P20, and this section is set as a run curve switching
recommended section. If the operation management device 10
can update the target arrival time in the run curve
switching recommended section, acceleration/deceleration
30 associated with the run curve switching does not occur in
the trains 2A1 to 2Am.
[0144] In addition, the run curves C1, C2, C31, C32,...,
and C3n illustrated in FIG. 19 have a station entry section
49
for arrival at the station in which the speed
characteristic is adjusted such that the speed of entry
into the arrival station does not greatly vary. In the run
curves C1, C2, C31, C32,..., and C3n illustrated in FIG. 19,
5 the speed of the train 2 in the station entry section lies
within a predetermined range around the station entry speed
of the run curve that provides the smallest minimum headway
indicating the departure–arrival interval. Accordingly,
the run curves C1, C2, C31, C32,..., and C3n illustrated in
10 FIG. 19 have a smaller difference between minimum headways
than the run curves C1, C2, C31, C32,..., and C3n
illustrated in FIGS. 7 and 18.
[0145] As discussed above, the run curves C1, C2, C31,
C32,..., and C3n illustrated in FIG. 19 have a smaller
15 difference between minimum headways than the run curves C1,
C2, C31, C32,..., and C3n illustrated in FIGS. 7 and 18. In
the railroad system 100A, thus, no large difference occurs
between the minimum headway for use in the calculation of
the target arrival time and the minimum headway of the run
20 curve selected, and hence it is possible to support highly
accurate operation.
[0146] In the example illustrated in FIG. 19, the run
curve with a long running time has a constant speed in the
station entry section. As a result, in the railroad system
25 100A, the difference between minimum headways can be easily
reduced. Note that the run curves C1, C2, C31, C32,..., and
C3n may have the same speed in the station entry section.
In this case, in the railroad system 100A, the difference
between minimum headways can be eliminated.
30 [0147] As described above, in the railroad system 100A
according to the second embodiment, the run curves C31,
C32,..., and C3n in low-speed mode include a common
acceleration section starting from the departure station,
50
the common acceleration section being followed by a
constant-speed section in which a fixed speed continues,
and the constant-speed section has a length that varies
among the run curves C31, C32,..., and C3n. As a result, in
5 the railroad system 100A, it is possible to prevent an
increase in power consumption due to the
acceleration/deceleration associated with the switching
between the run curves C31, C32,..., and C3n.
[0148] In addition, in the railroad system 100A, the
10 plurality of run curves C1, C2, C31, C32,..., and C3n
includes a section for entry to the next station in which
the speed is set within a predetermined range around the
station entry speed of the run curve that provides the
smallest minimum headway indicating the departure–arrival
15 interval for the arrival station. As a result, in the
railroad system 100A, no large difference occurs between
the minimum headways of run curves selected in the train
2C, and hence it is possible to support highly accurate
operation.
20 [0149] The configurations described in the abovementioned embodiments indicate examples. The embodiments
can be combined with another well-known technique and with
each other, and some of the configurations can be omitted
or changed in a range not departing from the gist.
25
Reference Signs List
[0150] 2, 21 to 2m, 2C, 2C1 to 2Cm train; 2A preceding
train; 2B following train; 3 wireless device; 4 ground
control device; 5 interlocking control device; 6, 7
30 network; 10 operation management device; 11, 51
communication unit; 12, 53, 53A storage unit; 13, 54
processing unit; 20 information acquisition unit; 21
course control unit; 22 delay determination unit; 23
51
arrival/departure determination unit; 24 calculation unit;
25 acceleration instruction unit; 26 first calculation
unit; 27 second calculation unit; 28 third calculation
unit; 30 schedule information; 31 route information; 32
5 train information; 33 minimum headway information; 50, 50A
on-board device; 52 detection unit; 55 control unit; 56
display unit; 100, 100A railroad system; 101 processor;
102 memory; 103 communication device; 104 bus.

We Claim :
[Claim 1] A railroad system comprising:
a plurality of trains; and
an operation management device to manage operation of
5 a subject train that is at least one of the plurality of
trains, wherein
the operation management device includes:
a calculation unit to: calculate a target arrival time
at which the subject train is to arrive at a next station,
10 upon occurrence of a delay of a preceding train in arriving
at the next station, the preceding train being a train
among the plurality of trains and running ahead of the
subject train; and, upon arrival of the preceding train at
the next station, calculate a target arrival time at which
15 the subject train is to arrive at the next station; and
a communication unit to transmit, to the subject
train, information on the target arrival time calculated by
the calculation unit.
20 [Claim 2] The railroad system according to claim 1, wherein
upon departure of the preceding train from the next
station, the calculation unit calculates a target arrival
time at which the subject train is to arrive at the next
station.
25
[Claim 3] The railroad system according to claim 1 or 2,
wherein
the calculation unit calculates the target arrival
time upon arrival of the preceding train at the next
30 station, on a basis of an arrival time at which the
preceding train arrives at the next station, a scheduled
stoppage period during which the preceding train stops at
the next station, and a departure–arrival headway of trains
53
set in advance for the next station.
[Claim 4] The railroad system according to any one of
claims 1 to 3, wherein
5 the calculation unit calculates the target arrival
time upon occurrence of a delay of the preceding train in
arriving at the next station, assuming that the delay in
the arrival is a predetermined delay irrespective of a
degree of the arrival delay.
10
[Claim 5] The railroad system according to any one of
claims 1 to 4, wherein
the calculation unit calculates the target arrival
time while the subject train is running.
15
[Claim 6] The railroad system according to any one of
claims 1 to 4, wherein
upon occurrence of a delay of the preceding train in
arriving at the next station, the calculation unit
20 calculates the target arrival time while the subject train
is standing at a station before the next station.
[Claim 7] The railroad system according to any one of
claims 1 to 6, wherein
25 each of the plurality of trains includes:
a communication unit to receive the target arrival
time from the operation management device; and
a processing unit to determine a run curve
representing changes in running speed from a previous
30 station located immediately before the next station to the
next station, the run curve being suited to the target
arrival time received by the communication unit.
54
[Claim 8] The railroad system according to claim 7, wherein
each of the plurality of trains includes:
a storage unit to store information on a plurality of
run curves each representing the running speed from the
5 previous station to the next station, and
on a basis of the target arrival time received by the
communication unit, the processing unit designates one of
the plurality of run curves as the run curve suited to the
target arrival time.
10
[Claim 9] The railroad system according to claim 8, wherein
the plurality of run curves has a common speed
characteristic from the previous station to a specific
position.
15
[Claim 10] The railroad system according to claim 8 or
9, wherein
the plurality of run curves includes a common
acceleration section starting from the previous station,
20 the common acceleration section being followed by a
constant-speed section in which a fixed speed continues,
and the constant-speed section has a length that varies
among the plurality of run curves.
25 [Claim 11] The railroad system according to claim 8 or
9, wherein
the plurality of run curves includes a section for
entry to the next station in which a speed is set within a
predetermined range around a station entry speed of a run
30 curve that provides a smallest minimum headway indicating a
departure–arrival interval for the next station.
[Claim 12] The railroad system according to any one of
55
claims 9 to 11, wherein
the plurality of run curves includes:
a first run curve for use when there is no delay of
the preceding train in arriving at the next station;
5 a plurality of second run curves for use when there is
a delay of the preceding train in arriving at the next
station, the second run curves having a longer running time
than the first run curve; and
a third run curve for use when there is a delay of the
10 preceding train in arriving at the next station, the third
run curve having a shorter running time than the first run
curve.
[Claim 13] An operation management device for managing
15 operation of a subject train that is at least one of a
plurality of trains, the operation management device
comprising:
a calculation unit to: calculate a target arrival time
at which the subject train is to arrive at a next station,
20 upon occurrence of a delay of a preceding train in arriving
at the next station, the preceding train being a train
among the plurality of trains and running ahead of the
subject train; and, upon arrival of the preceding train at
the next station, calculate a target arrival time at which
25 the subject train is to arrive at the next station; and
a communication unit to transmit, to the subject
train, information on the target arrival time calculated by
the calculation unit.
30 [Claim 14] An operation management method comprising:
a first step of calculating a target arrival time at
which a subject train is to arrive at a next station, upon
occurrence of a delay of a preceding train in arriving at
56
the next station, the subject train being at least one of a
plurality of trains, the preceding train being a train
among the plurality of trains and running ahead of the
subject train;
5 a second step of, upon arrival of the preceding train
at the next station, calculating a target arrival time at
which the subject train is to arrive at the next station;
and
a third step of transmitting, to the subject train,
10 information on the calculated target arrival time.
[Claim 15] An operation management program for causing
a computer to execute:
a first step of calculating a target arrival time at
15 which a subject train is to arrive at a next station, upon
occurrence of a delay of a preceding train in arriving at
the next station, the subject train being at least one of a
plurality of trains, the preceding train being a train
among the plurality of trains and running ahead of the
20 subject train;
a second step of, upon arrival of the preceding train
at the next station, calculating a target arrival time at
which the subject train is to arrive at the next station;
and
25 a third step of transmitting, to the subject train,
information on the calculated target arrival time.