SPECIFICATION
TITLE OF THE INVENTION
RE-PLANNING JOB ASSISTANCE APPARATUS AND METHOD
BACKGROUND OF THE INVENTION
5 Thepresentinventionrelatestoare-planningjobassistance
apparatus.
Asthebackgroundtechnologyofthepresenttechnologyfield
is already known Japanese Patent Laying-Open No. Hei 5-286441
(1993) (Patent Document 1). In this publication is described, as
10 a train timetable management system for accomplishing an object
"for enabling to determine, if a delayed train can recover or not,
and until when it can recover that delay, when the train delays,
quickly, and also for enabling to keep an appropriate operation
of the train", the following is described "An apparatus for
15 displaying a plan timetable of a train, which is planned in advance,
andaresulttimetable,determinedfromanactuallyresultedmoving
distance and elapsed time, which are transmitted, sequentially,
fromatrainpositiondetectingapparatus, comprisingatraindelay
determining means for determining delay of a train through
20 comparisonbetweentheplannedtimetableandtheresulttimetable,
a timetable recovery estimating means for estimating a range of
travelable timetable for recovering the delay, from a timetable
obtainedthroughtranslatingtheplannedtimetablefromthepresent
time when deciding that the train delays, and a timetable for running
25 upon each standard operation time between stations; and a
travelable timetable display means for displaying this range of
the travelable timetable estimated on said display screen".

[Patent Document 11 Japanese Patent Laying-Open No. Hei
5-286441 (1993).
5 BRIEF SUMMARY OF THE INVENTION
InthePatentDocument1mentionedaboveisdisclosedameans
for displaying until where the delayed time can be recovered
hereafter, to a delaying train. However, at a terminal station,
sometimes there is a case where an re-planning is conducted for
10 the purpose of suppressing the delay of the train within a
predetermined delay time. In this case, rather than until where
the timetable canbe recovered, but it is necessary to grasp, quickly,
if thedelay canbe suppressedor not, within the delay timementioned
above at the terminal station. However, in the Patent Document
15 1 mentioned above, an expectation of the delay at the terminal
station can be obtained, for each train; however, there is not
prepared a means for determining on, quickly, which train has a
possibilityofbeingsettledwithinthedelaytimementionedabove
at the terminal station, andwhich train already lost possibility
20 of being settled within the delay time mentioned above at the
terminal station.
Also, in the Patent Document 1 mentioned above, no means
isdisclosedtherein, forsuggestingaproposalofthe re-planning
on the apparatus side, there is necessity for a dispatcher to
25 consider the proposal of re-planning for recovering the delay of
thedelayingtrain. Forthis reason, foradispatcherwithoutgood
re-planning skill, it is hard to execute the re-planning,
effectively.
An ob j ect of the present invention is to provide a re-planning
30 job assistance apparatus and a method for the same, for proposing
a re-planning proposal, which enables to suppress the delay of
the train within the delay time determined in advance.
For accomplishingthe object mentioned above, for example,
accordingtothepresent invention, thereisprovidedare-planning
job assistance apparatus, comprising:
a constraint programming execution means for obtaining a
executable solution from a problem described in constraint
programming;
atrainoperationestimationmeansforobtaininganestimated
timetable, as a result of estimation of the train operation upon
basis of anplannedtimetable (the timetable, which is originally
planned) and a current timetable (making change on the planned
timetable) ; and
an allowable delay consideration estimation means for
obtaininganallowable delay timetable, as a result of estimation
when a train arrives at a terminal station with a predetermined
delay time, upon basis of the planned timetable and the current
timetable.
According to the present invention, it is possible to draw
the delay of a train in the formof a line (i. e., a line for presenting
a train on a traffic diagram) in case of suppressing within the
delay time mentioned above at the terminal station, and from that
lineandanestimationline, itispossibletodisplay, whichtrain
can suppress the delay at the terminal station within the delay
time mentioned above, in such a manner that the dispatcher can
understandeasily. Further, it is alsopossibletodisplayan area
between the line when suppressing the delay within the delay time
mentioned above and the estimate line, as a region, therefore it
is possible to display how much of a margin is remained, in an
easily understandable manner, visually. For this reason, for the
dispatcher, it is possible to determine of, quickly, which train
has a possibility of settling the delay within the delay time
mentioned above at the terminal station, and which train already
lostpossibilityofbeing settledwithinthe delay timementioned
above at the terminal station.
Also, with the re-planning assistance apparatus according
to the present invention, it is possible to suggest a proposal,
with which it can be expected that a large number of trains can
settle the delays thereof within the delay time mentioned above,
at the terminal station.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING
Those and other objects, features and advantages of the
present invention will become more readily apparent from the
followingdetaileddescriptionwhentakeninconjunctionwiththe
accompanying drawings wherein:
Fig. 1 is a view for showing a system configuration;
Fig. 2 is a view for showing a relationship between train
information and time information of each train;
Fig. 3 is a view for showing an outline of processes in a
re-planning assistance apparatus 102;
Fig. 4 is a view for showing an outline of an estimation
process in the re-planning assistance apparatus 102;
Fig. 5is aviewfor showinganoutlineof anallowable delay
estimation process in the re-planning assistance apparatus 102;
Fig. 6A is a view for showing an outline of an allowable
delayconsiderationproposalprocessinthere-planningassistance
apparatus 102;
Fig. 6B is a view for showing an outline of an allowable
delayconsiderationproposalprocessinthere-planningassistance
apparatus 102;
Fig. 7 is a view for showing the data structure of train
information;
Fig. 8 is a view for showing the data structure of time
information;
Fig. 9 is a view for showing the structure of platform
definition data among fundamental data;
Fig. 10 is a view for showing the structure of minimum stoppage
time data among the fundamental data;
Fig. 11 is a view for showing the structure of reference
operation time data among the fundamental data;
Fig. 12 is a view for showing an example ofmanual timetable
change;
Fig. 13 is a view for showing an example of an estimation
screen; and
Fig. 14 is a view for showing an exemplary screen of a departure
order change proposal.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Hereinafter, explanation will be made on an embodiment, by
referring to the attached drawings.
(1. Configuration)
First of all, configuration of a re-planning assistance
apparatus according to the present embodiment will be explained
by referring to Fig. 1.
(1.1 System Configuration)
Fig. 1 is a view for showing the system configuration.
The re-planningapparatus 102 for implementing the present
inventionconductscollectionofinformationfromeachofstations
160 and/or trains 170 through a network 150, and also an instruction
of operation for a train.
The re-planning apparatus 102 has a CPU 201, a timer (or
a clock) 207, a terminal 210, a memory 202, a hard disk 208 and
a network I/F (interface) 204, wherein those are connected with
each other through an internal bus 203. The terminal 210, which
is operated by a dispatcher, includes a keyboard 205, a mouse 209
and a display device 206. The CPU 201 executes each of programs,
such as, a train operation estimation engine 111, an allowable
delay consideration proposal engine 112, and a constraint
programming execution engine 113, and so on, for example. On the
harddisk 208 are storedvarious kinds information tobe referred
or produced when executing each program.
The various kinds of information include an planned timetable
105, which is planned originally, a current timetable 106, which
is obtainedby applying a re-planning onto the planned timetable
105, i.e., the newest to be practiced, a result timetable 107,
storing an actual operation condition of each train, which is
collected from each of the stations 160 and each of the trains
170 through the network 150, an estimation timetable 108 for
estimatingthetrainoperationin futureuponbasis ofthe planned
timetable105and/orthecurrenttimetable 106, anallowable delay
estimationtimetable109, which is anestimation timetable in case
where the trainwill arrive at aterminalstationwith anallowable
maximum delay, and basic information 110, being basis for
estimation of timetables, such as, a reference operation time,
etc., which is/are inputted into a system in advance.
The train operation estimation engine 111 is a program for
5 estimatingthetrainoperationin futureuponbasis ofthe current
timetable106, the result timetable 107 and thebasic information
110. The allowable delay consideration proposal engine 112 is a
program for proposing a proposal to the dispatcher, such as,
changing an order of trains, or a platform to be used, or a line
l o to be used, so that a ratio of the trains, delays of which at the
terminal station can be settled within an allowable delay, comes
to be large. The constraint programming execution engine 113 is
a general execution program for executing a program, which is
described in the constraint programming manner, which is one of
15 the general programming paradigms.
(1.2 Each Apparatus)
The re-planning apparatus may be achieved as an apparatus
forexclusiveusethereof, ormaybeachievedbyapplyingageneral
PC and software for exclusive use thereof. In the present embodiment
20 is shown an example for achieving that with applying the general
PC and the software for exclusive use thereof.
The CPU 201 is a central processing apparatus (Central
Processing Unit), and is an apparatus, being able to execute
program(s),beingmemorizedinthememory202orbeingtransferred
25 into the memory 202 from the hard disk 208 in advance. Further,
theprogram(s) is/areavailable forthe PC, dependingonnecessity
thereof, and may be introduced by means of a detachable memory
medium. In this case, a device for reading out from the memory
medium mentioned above is connected to an internal bus 203 of the
30 apparatus. As such memory medium mentioned above and the device
for readout thereof are already known, in general, for example,
that applying an optical disc (i. e., CD, DVD, etc. ) or that applying
a flash memory; therefore, it is possible to apply those. Also,
theprogram(s) maybe introducedinto the PCby the network interface
204, via a communication medium ( i . e . , a communication c i r c u i t
or a c a r r i e r wave on the communication c i r c u i t ) . The memory 202
is for memorizing program(s) or data therein, temporally. The
i n t e r n a l bus 203 is for connecting devices within a PC system,
and is connected with each device. The network interface 204 is
adevice forcommunicatingwitha PC, e t c . , outside the PC system.
The keyboard 205 within the terminal 210 is a device, which
is operated by an operator of the PC system, for inputting an
instruction to the PC system or data, t h e display device 206 is
that fordisplaying a r e s u l t ( s ) ofprocessing, e t c . , thereon. The
mouse 209 is a device for moving a pointer displayed on the screen
o f t h e display device 206. However, themouse is a kindof devices,
whicharecalled, apointingdevice, ingeneral, a n d i n t h e p r e s e n t
specification, though the mouse is used f o r t h a t , but it does not
matter to use other pointing device, for example, a trackball,
a pointing s t i c k , a touchpad, a touch panel, a pen t a b l e t , e t c . ,
can be l i s t e d up.
The timer 207 is a device for the CPU 201 to notice a rough
time a t the present.
The hard disk 208 is a device for storing a program (s) and
data therein, and can be constructed with a magnetic disk or a
non-volatile memory, e t c . , f o r example. In t h i s case, normally,
theprogram(s) andthe data, whichare storedinthemagnetic disk
208, areheld, evenif apower s o u r c e o f t h e h a r d d i s k 2 0 8 i s t u r n e d
into "ON" a f t e r being turned "OFF" once. Further, into the hard
disk 208 may be introduced an operating system (0s) i n advance.
With doing t h i s , it is possible to designate a program with using
a f i l e name thereof. Therein, OS means basic software of a
calculationmachine, andwidelyknownOS, ingeneral, canbeused.
In the present specification, hereinafter, the memory 202
and the hard disk 208 are called, memory device, collectively,
in case where there is no necessity of distinction thereof, in
particular. In this case, it is assumed that the memory device
indicates either oneof thememory202 andthe harddisk208. However,
data or the like, which is/are stored in the hard disk 208, can
be produced as a copy(s) thereof in the memory 202, by reading
out it/themtherefrom. Also, data or the like, whichis/are stored
in the memory 202, can be produced as a copy(s) thereof on the
memory 202, by reading out it/them therefrom. Therefore, it is
assumed that, if being stored in the memory device, thereafter,
the data or the like can be read out from both, the memory 202
and the hard disk 208. Also, in case of reading out the data or
the like from the memory device, it is assumed that the data or
the like is/are readout, whichis/are storedin either thememory
202 or the hard disk 208.
In the present specification is shown an example, wherein
the re-planning apparatus 102 is achieved by applying the PC and
the software for exclusive use thereof. Herein, the software for
exclusive use thereof means a program for having the CPU 201 to
execute the processes (will be mentioned, later) to be made by
the apparatus.
Data Structure)
Before explaining the processes, explanation will be made
on the data structure.
(2.1 Data Structure of Timetable)
First of all, explanationwillbemade on the data structure
of a timetable, by referring to Figs. 7 and 8.
Fig. 7 is a view for showing a train information table 700,
which is includedinthe data structure ofthe timetable. Details
of the table are stored on a time information table 800 shown in
Fig. 8. Also, the table 800 is provided, corresponding to each
train, and is related or associated with, by means of "POINTER
704 TOTIMETABLEf'onthetable 700. In theprocesses ofthe present
embodiment, it is assumed that contents of the train information
table 700 shown in Fig. 7 will not be changed if the timetable
ofeachtrainis changed. Further, Fig. 8 showsthe data structure
oftheplannedtimetable105, thecurrenttimetable106, the result
timetable107, theestimationtimetable108andtheallowabledelay
estimation timetable 109, respectively, wherein all of those
timetables have the data structure same to that shown in Fig. 8.
A relationship between the train information 700 and the
time information 800 of each train is shown in Fig. 2. The train
information 700 and the time information 800 of each train are
relatedwith, bymeansofapointer704includedintheinformation
of each train in the train information, and the pointer 704 indicates
a top address of the planned timetable 105, which is included in
the time information 800. Further, for each train, the pointer
is extended, fromtheplanned timetable 105 to the current timetable
106, from the current timetable 106 to the estimation timetable
108, and further fromtheestimationtimetable 108tothe allowable
delayestimationtimetable109, sequentially (the pointerbetween
those timetables is not shown in the figures). Namely, for each
train, each time information of the planned timetable 105, the
current timetable 106, the estimation timetable 108 and the
allowable delay estimation timetable 109, is linkedwith, in series,
and in that order. Aresult of changingthe timetable of an origin
of link is a timetable at destinationof link. For example, a result,
which is obtained by conducting a change process on a copy of the
planned timetable 105, is the current timetable 106. In Fig. 2
is shown the relationship between the pointer, which is extended
in such order as mentioned above, and each of the processes shown
in Fig. 3, whichwillbementionedlater. Foreachoftheprocesses
shown in Fig. 3, a timetable at destination of link is produced,
andon that, the changingprocess is treateddependingonthe each
process.
On the table 700 shown in Fig. 7, "TRAIN NUMBERN 701 is a
t r a i n n u m b e r o f a t a r g e t t r a i n . A l i n e 707 is description relating
to the train, being "0001A" of "TRAIN NUMBER", and a line 708 is
description relating to the train, being '0003B"of 'TRAINNUMBER",
respectively. Thereafter, a line for each target train is added,
in the similar manner.
Into 'TRAINCLASS" is describeda classification of the train
of the target train.
Into "SPEED CLASS" is described a classification of speed
of the target train. Herein, the class of speed is coded one of
the train speed, and for example, the speed class of the train
of "TRAIN NUMBER"="OOOlA" is "A130".
In the "POINTER TO TIMETABLE" 704 is described a pointer
(i.e., address tothe table shownin Fig. 8) accessingtothe data,
in which the timetable of the target train, including
departure/arrival times at station therein, is stored. For example,
"POINTER OF TIMETABLE" of the train of "TRAIN NUMBER"="OOOlA" is
"dia - 0001A". Sending a courier to DB with using this pointer enables
to obtain the timetable of the target train, such as,
departure/arrival times at station, etc. About this data will be
made mentioning, later.
In "PRE-OPERATION TRAIN" 705 is described a train number
ofthetrain, whichcomestobeapre-operationofthetarget train.
Further, the pre-operation indicates that the cars, which are
assigned to the corresponding train, traveled as other train (s) ,
before running as the corresponding train. However, if there is
no pre-operation because of the reason of just after leaving a
shed, etc., a mark for indicating that there is no pre-operation,
such as, "*" or the like, for example, is described. For example,
there is no pre-operation train for the train of "TRAIN
NUMBERM=" 0 0 0 1A".
In "POST-OPERATION TRAINN 706 is described a train number
o f t h e t r a i n , w h i c h c o m e s t o b e p o s t - o p e r a t i o n o f t h e t a r g e t t r a i n .
Further, the post-operation indicates that the cars, which are
assignedtothecorrespondingtrain, areplannedtotravelasother
train(s) , after traveling as the corresponding train. However,
if there is no post-operationbecause of enteringthe depot after
traveling as that train, etc., a mark for indicating that there
is no post-operation, such as, "*" or the like, for example, is
described.
For example, thecars travelingas the trainoftrainnumber
0103B indicates that they travel as the train corresponding to
the train number 0003B, and thereafter, they are planned as the
train of the train number 0203B.
Next, explanation will be made on the data structure of
timetable data, which is indicted in the "POINTER TO TIMETABLE"
704, byreferringto Fig. 8.Whatis showninFig. 8isthe structure
of the timetable data about a certain one (1) train. On the DB
is provided this, but for plural numbers of trains. However, all
planned timetable data, current timetable data, estimation
timetable data andallowable delay estimation timetable data have
such the same data structure, as is shown in Fig. 8.
OnatableshowninFig. 8, in"STATI0NNAME" 801isdescribed
a station name, relating to arrival/departure/transit, etc., of
the corresponding train, in this field. For example, description
made in a line 805 is that relating to the station of "STATION
NAMEU="A STATION". In Fig. 8, although being omitted, while
substituting by "...", there are lines by a number of the stations
relatingtoarrival/departure/transit, etc., ofthecorresponding
train, actually.
In "ARRIVAL TIME" 802 is described the time when the
corresponding train arrives at corresponding station. However,
in case where the corresponding station is a starting station of
the corresponding train, and therefore there is no arrival time
thereof, then a mark is inputted therein, indicating that there
is no data, such as, '*" , for example. In "DEPARTURE TIMEN 803
is described time when the corresponding train leaves the
corresponding station. In the departure time may be included
transit time. In that case, in the arrival time 802 is described
"*", and in the departure time 803 the transit time, respectively.
Althoughnot separatedin Fig. 8, the transit timemaybe prepared
as other field. 1n"USE PLATFORMNUMBER" 804 is describedanumber
of platform within the station to be used by the corresponding
train at the corresponding station.
Herein, explanationwillbe givenonavariationofthe data
structure of timetable, and a search process upon basis thereof,
dependingondataprocessing, according tothepresent invention.
(1) When grasping an operation condition of each train within
a desired time zone, for the each train, 2-dimensional table data
is produced in an operation region of the memory 202, aligning
l i n e d a t a o b t a i n e d b y a l i g n i n g t h e t i m e i n f o r m a t i o n 8 0 0 (including
the station name, the arrival/departure time, a use platform
number), which is included in the corresponding time zone, in a
time-sequential manner, in the vertical direction (i. e., a line
direction), and aligning that line data in a predetermined order
inthehorizontaldirection (i.e., a rawdirection). Further, such
anarrangement ismadeon the tabledataproduced, as awhole thereof,
manner, and if there is no arrival/departure time of the train
at the corresponding time, a mark for indicating that, such as,
"ON or "*", etc., for example, is stored in an element corresponding
thereto. Thus, by taking out the line data corresponding to the
time (or the time zone) designatedfromthe table data, it ispossible
t o g r a s p t h e o p e r a t i o n c o n d i t i o n o f e a c h t r a i n a t t h e c o r r e s p o n d i n g
time (or in the time zone).
(2) Further, the table data is changed into such one,
rearranging the time information 800 in such a manner that the
timeinformation800 (thearrival/departuretime, theuseplatform
number) of the each train, including the same station name therein,
5 are aligned in the same one (1) line, within the table data produced
in such a manner mentioned above. By taking out the line data
corresponding to at least one (1) station designated, from the
tabledatachanged, itispossibletograsptheoperatingcondition
of the each train at the corresponding station (and also the stations
lo in front or back).
(3) In the time information 800 on the table data mentioned
above, or on the table data changed, a kind of the timetable may
bedifferent, foreachtrain. Forexample, theyalsomaybecombined
with, such as, the planned timetable 105 for a train 1, and the
15 current timetable 106 changed for atrain 2, for example. Or, they
also may be combined with, such as, the planned timetable before
a certain time, and the current timetable 106 changed after that,
for example.
(4) Further, on the table data mentioned above or the table
20 datachanged, itispossibleto extractacandidateofthe station,
atwhichanovercomingof atraincanbemadebychangingthe order
of departure times of the trains, if remaining only the time
informationrelatingtothestationhavinganalternativeplatform,
while deleting the time information relating to other station (s)
25 having no alternative platform therefrom, upon basis of platform
definitiondata 900 shownin Fig. 9, whichwillbementionedlater.
(5) Comparing each element of the table data and the table
data changed with each other, it is possible to extract a desired
element therefrom (comparing calculation of table data element).
30 In more details, it is possible to extract the train(s) and/or
the station (s) satisfying a predetermined requisite (s) ,
collectively, by producing a dummy of the table data through
implementingapredeterminedcalculationupon the elements ofthe
tabledatamentionedaboveorthetabledatachanged, eachofwhich
satisfies a predetermined first requisite, and thereafter by
comparing an element(s) among the dummy table data, upon which
the calculationmentionedaboveis implemented, andan element(s)
5 of the original table data or the table data changed, satisfying
a predetermined second requisite, upon basis of a predetermined
condition.
For example, incasewhere
a predetermined time, it is possible to extract a train(s) and/or
10 a station (s) satisfying a condition, such as, the departure time2
arrival time calculated, by comparing the element of the dummy
table data treated with calculation, such as, arrival time +
predetermine time ( e . calculated arrival time at the
correspondingstation) andthedeparturetimeofthecorresponding
15 train at the corresponding station of the original table data or
the table data changed.
Ifthepredeterminedconditionis same notdependingonthe
element, it is also possible to conduct the process similar to
the above-mentioned, without producing such dummy table data as
20 was mentioned above, by comparing the element (s) satisfying the
predetermined first requisite of the table data mentioned above
or the table data changed, and the element(s) satisfying the
predetermined second requisite, upon basis of the predetermined
condition.
2 5 As wasmentioned in (1) to (5) above, it is possible to obtain
desiredinformation, byextractingapart ofthe informationshown
inFigs. 7 and8, dependingonanobject of theprocess, andthereafter
by making change in the arrangement or deletion thereof, etc.
(2.2 Structure of Basic Information)
3 o Next, explanation will be given on the structure of the basic
information 110 relating to a management of the platforms of the
station and/or the trains, by referring to Figs. 10 and 11.
Those shown in Figs. 10 and 11 are referred to, when the
train timetable of time-station is drawn, and a stoppage time at
stations and an operation time between the stations are changed
upon basis of that information, when changing the timetable.
Fig. 9is aview for showing the structure of platformnumber
definitiondata900, indicativeofpresence/absenceofalternative
platform(s) at each station, among the basic information 110. The
platform number definition data 900 is built up with a station
name 901, a platform number 902 and a platform number group 903,
towhich the correspondingplatformbelongs. Herein, the platform
number group is defined by putting into a same group the platform
numbers, to which the change of platform number can be made. Thus,
the platform number definition data describes therein, to which
platformnumber groupbelongacertainplatformof a certain station.
For example, in Fig. 9, it can be seen that the platform number
'1" and the platform number "2" of the station "A" belong to the
same platform number group '1" . For this reason, it can be seen
that there is no problem on the basic data, if the train, using
the platformnumber '1" of the station "A" on the planned timetable,
changes the to the platform number "2" of the station 'A", depending
on a reason of operation on that day.
Fig. 10 is aview for showing the structure of minimumstoppage
time data 1000 when the train stops at a station, among from the
basicinformation110. Theminimumstoppagetimedata1000isbuilt
upwithaspeedclass 1001, astationname1002andaminimumstoppage
time 1003 (unit of second) of the corresponding train at the
corresponding station. Namely, the minimum stoppage time data
describes therein the minimum stoppage time when the train of a
certain speed class stops at a certain station. For example, from
Fig. 10, it canbe seenthat theminimumstoppage time ofthe train
having the speed class A130 at the station ' B f f is 30 seconds.
Furtherer, lines arepreparedinanumber thereof, enough for only
every speed class and every station.
Fig. 11 is a view for showing the structure of reference
operationtimedata1100 fordetermininganoperationtimebetween
stations, for each speed class, among from the basic information
110. Reference operation time data 1100 is made up with a speed
class 1101, a terminal station of a section to be a target of the
corresponding speed class (i. e., a name of previous station 1102
and a name of next station 1103), and a reference operation time
1104 i f a lower limit value by a unit of second) of the
correspondingtrainwithinthecorrespondingsection.Forexample,
from Fig. 11, it can be seen that the reference operation time
of the train having the speed class A130 is 120 seconds between
the station "A" and the station "B". Furtherer, lines are prepared
in a number thereof, enough for only every speed class and every
traveling section.
(3. Process of Re-planning Apparatus 102)
Next, explanation will be given on a process of the
re-planning apparatus 102, according to the present embodiment.
As anassumption inthepresent embodiment, eachup anddown
tracks is a single-track, and when the corresponding train is
overtaken by other train, the other train overtakes the
corresponding train by using the platform different from that,
at which the corresponding train stops. Thus, an overtaking is
made within the station yard. Also, a changing process for the
planned timetable 107 already planned is executed upon an
opportunity, when the dispatcher makes changing on the timetable
of a certain train, or when she/he detects a delay of the
corresponding train upon basis of the result timetable 107. In
the embodiment hereinafter, explanation will be made about a
process when the dispatcher changes the planned timetable of a
certain train.
(3.1 Outline)
Fig. 3 is a view for showing an outline of the process in
the re-planning apparatus 102.
Astep 301 is aprocess, inwhich the CPU201 of the re-planning
5 apparatus 102 obtains the planned timetable and the result
timetable, thereby storingtheminto the memory device within the
re-planning apparatus 102, in the name of the planned timetable
105 and the result timetable 107. However, obtainingofthe result
timetable107 is conductedwith a cornmonmethod, i.e., conducting
l o a transmission request to each station, and to each of the trains
under the operation, through the network interface 204. For this
reason, detailed explanation of the obtaining process itself is
omitted herein.
Astep302 is aprocess, inwhich the CPU2Ol of the re-planning
15 apparatus 102 makes a prompt to the dispatcher, to input a manual
timetable change for changing an action plane of a certain train,
andtherebyproducingthe current timetable 106 fromthe planned
timetable 106. Changing of the manual timetable can be made with
using GUI. However, details thereof will be mentioned later.
2 0 Astep 303 is aprocess, inwhich theCPU201 of the re-planning
apparatus 102 makes such change on the result timetable of each
train that it satisfies apredeterminedrestrictionequation, and
therebyproducingthe estimation timetable 108. However, details
thereof will be mentioned later.
2 5 Astep 304 is aprocess, inwhich theCPU201 of the re-planning
apparatus 102 sets up an allowable delay for the estimation
timetable of the each train, and thereby producing the allowable
delayestimationtimetable109.However, after theallowabledelay
estimation, the estimation timetable 108 and the allowable delay
30 estimation timetable 109 can be displayed on a screen. However,
details thereof will be mentioned later.
Astep 305 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 makes change on the platformor the order of departure,
for the allowable delay estimation timetable 109, to produce an
allowable delay considerationproposal. However, details thereof
5 will be mentioned later.
A step 306 is a process, for the CPU 201 of the re-planning
apparatus 102 to check presence/absence of the proposal. If the
proposal is made, then the process moves to a step 307. If not,
the process is ended.
10 The step 307 is a process, in which the CPU 201 of the
re-planning apparatus 102 asks the dispatcher to input a vote of
the proposal. However, details thereof will be mentioned later.
Astep308 is aprocess, inwhich theCPU201 of the re-planning
apparatus 102 checks the vote made by the dispatcher. If it is
15 accepted, then the process moves into a step 309. If not (i.e.,
the proposal is rejected), the process is ended.
The step 309 is a process, in which the CPU 201 of the
re-planningapparatus102changestheplannedtimetableuponbasis
of the allowable delay consideration proposal.
2 o In the above, the outline of the process of the re-planning
apparatus 102 according to the present embodiment is shown. With
such process as mentioned above, it is possible to change the
operationtimetableinsuchamannerthatthenumber ofthe trains
comes tobe large, whichcanarrive at the terminal stationwithin
25 the delay time. Hereinafter, explanation will be given on the
details thereof.
(3.2 Details of Process in Step 302: Manual Timetable Change)
Next, explanation will be given on the details processing
in the step 302. Themanual timetable change canbemade withusing
GUI, and an example of the screen thereof is shown in Fig. 12.
In Fig. 12 are shown a train line display window 1201, a
pointer1202, anplannedtimetableline1203, shownbya step-like
dotted lines, a post manual timetable change line 1204, obtained
by manually changing an planned timetable line 1208, shown by a
solid line, the planned timetable line 208 of a passing train before
changing thereof, shown by a straight dotted line, and a proposal
window1210. Thus, Fig. 12 shows casewhere thedispatcher changes
the timetable of the passing train into the direction of an arrow
1211, manually. Atriangle 1209 shownbelowthetrainline display
window 1201 indicates the present time when the timetable change
ismade. The train line displaywindow1201is awindow for showing
the train line thereon. The pointer 1202 is a graphic displayed
forindicatingaselectiontarget. Theplannedtimetableline1203
is a line for presenting the planned timetable, graphically. The
planned timetable line 1208 of the passing train is a line for
showing the plannedtimetable of the passing train, graphically.
The post manual timetable change line 1204 is a line for showing
the timetable ofthe passing train, afterbeingchangedmanually.
The proposal window 1210 is an area, on which proposal contents
are displayed, but this does not relates the present manual
timetable change process.
In Fig. 12, it is assumed that the planned timetable was
the planned timetable line 1203, shown by dotted line, and the
planned timetable line 1208 of the passing train. Herein, the
dispatcher makes the manual change; i.e., to make an operation
of moving the planned timetable line 1208 of the passing train,
a little bit horizontally (i.e., into the direction of an arrow
1211), while pointing it by the pointer 1202. As a result of this,
the current timetable 106 contains the planned timetable line 1203,
not changed, and also the post manual timetable change line 1204
therein. Further with this process, it is possible to input an
expectation of delay therein.
When such change is made on the timetable as is shown in
Fig. 12, this is reflected on the time information 800 shown in
Fig. 8, i.e., the timetables (106, 108 and 109) depending on each
of the processes shown in Fig. 3.
Also, whendisplayingapluralnumberofthetimetablelines
ofthe trains, which areincludedwithinapredeterminedtime zone
and a section between stations, on the train line display window
1201, they are displayed by changing a color of the line for showing
the timetable line, or a display pattern thereof, for each of the
trains, with distinguishing the timetables for each train,
respectively, orbydisplayingthetrainnumber701inthevicinity
of each timetable line, it is possible to distinguish the timetables
for each train.
(3.3 Details of Process in Step 303: Estimation)
Next, explanationwillbemade about thedetailsofprocessing
in the step 303, by referring to Fig. 4 for showing the outline
of the estimation process in the re-planning apparatus 102. However,
the estimation process is that for obtaining the departure time
and the arrival time for each train and at each station. This is
achieved, in the present embodiment, with utilizing a technology
of a general constraint programming, which is executed by the
constraintprogrammingexecutionengine113.Namely, withapplying
the departure time and the arrival time of each train and at each
station as restriction variables in the constraint programming,
a restriction equation relating to each of those restriction
valuables is determined in steps from 401 to 406. Thereafter, a
process is conducted, i.e., obtainingthe arrival time and/orthe
departure time for each train. The solution with using the
constraint programming will be mentioned later. This series of
processes is conducted with execution of the train operation
estimation engine 111, which is stored in the memory device of
the re-planning apparatus 102, by means of the CPU 201 of the
re-planning apparatus 102.
Astep 401 is aprocess, inwhich the CPU 201 of the re-planning
apparatus 102 produces an order restriction. Herein, the order
restriction means an order of departures from the station. This
can be produced by sorting the train numbers in the order of the
departure time, for each station in the current timetable 106.
Thereafter, the following restriction isproducedbyaligning them,
upon basis of the information shown in Figs. 7 and 8, for each
platform of each station:
departure time of "A" train < arrival time of "B" train <
departure timeof "BWtrain< arrival timeof "Cutrain< departure
time of "C" train < ............
Astep 402 is aprocess, in which the CPU 201 of the re-planning
apparatus 102 produces an earlydeparture inhibition restriction
by referring to the information shown in Fig. 8. This is executed
by producing the following restriction while reading out the
current timetable 106:
departure time of "A" train from "a" station 2 departure
time of "A" train from "a" station on current timetable (i.e.,
an actual departure time is later than the time after the change
thereof)
Astep 403 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 produces a platform use restriction upon basis of
the information shown in Fig. 8. This is executed by producing
the following restriction, for each train at each station:
platform used by "A" train = platform used by "A" train in
the current timetable i e. , the same platform is used after
changing the timetable)
Astep 404 is aprocess, inwhich theCPU2Ol of the re-planning
apparatus 102 produces a car management restriction upon basis
of the information shown in Fig. 7. This is executed by producing
the following restriction, for regulating a mutual relationship
between carts of the trains, for each train:
post-management of 'A" train = "B" train, pre-management
of "B" train = "A" train
5 Astep 405 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 produces a minimum stoppage time restriction upon
basis of the information shown in Fig. 10. This is executed by
producing the following restriction, upon basis of the minimum
stoppage time data 1000 among from the basic information 110, for
lo each train at each station:
(departuretimeof'A"trainat"a" station) - (arrival time
of"AUtrainat"a" station) 2minimumstoppagetime atna" station
of speed class of "A" train in base data (i .e., stoppage time is
equal to or less than the minimum stoppage time)
15 Astep 405 is aprocess, inwhich theCPU201 of the re-planning
apparatus102producesareferenceoperationtimerestrictionupon
basis of the information shown in Fig. 11. This is executed by
producingthe following restriction, uponbasis of the reference
operation time data 1100 among from the basic information 110,
20 for each train between each station:
(arrival time of "A"trainatWa" station) - (departure time
of "A" train at 'a" station) 2 reference operation time between
'a" station and "b" station of speed class of "A" train in base
data (i.e., the operation time between the stations is equal to
25 or greater that the reference operation time)
Astep 407 is aprocess, inwhich theCPU2Ol of the re-planning
apparatus 102 obtains a practical or executable solution, by
obtaining an earliest value (i.e., the earliest departure time
for each train). The practical or executable solution means a
30 solution satisfying all of the restrictions. However, because in
the memory device of the operating arrangement apparatus 102 is
memorizedthe constraint programming execution engine 113 as the
constraint programming engine, the solution is obtained through
execution of this by the CPU 201. However, as the constraint
programming execution engine 113 is also applicable a constraint
programming engine, which is available in general.
(3.3.1 Process for Determining Restriction Variables)
Herein, explanation will be given on an outline of the
operation of the constraint programming execution engine 113 to
beapplied.However, intheconstraintprogrammingexecutionengine
to be applied herein, it is assumed that a value, which a restriction
variable (i.e., the variable, being a target, the value of which
is determined so that all the restrictions given are satisfied)
can take, is an integer. Also, the restriction is expressed by
a restriction equation. Further, in the constraint programming
engine applied herein, the restriction equation is limited to a
linear.
Also, f o r e a c h r e s t r i c t i o n v a r i a b l e i s g i v e n a r e g i o n , being
called a domain, for memorizing a range of available values (herein,
discontinuous ranges are also permitted) therein. The domain is
changed successively when the restriction is estimated. A range
of an initial value ofthe domain is, idealistically, the integers
as a whole; however, from a viewpoint of mounting, within a range,
whichcanbeexpressedby32bits, i.e., -2,147,648t0+2,147,648,
or it may be a range, which can be expressed by 64 bits or other
than that. Also, it is assumed that a region for memorizing a
restriction equation, which includes the corresponding
restriction variable(s) therein, is given for the restriction
variable.
Also, the domain canbe obtainedthroughdeformingthe data
structure of the timetable, which was mentioned in 2.1 Structure
of Timetable, and also a searching process upon basis thereof.
An outlook of the process for determining the restriction
valuable(s) in the constraint programming execution engine 113
willbeshownhereinafter. Inthepresentembodiment, thedeparture
time or the arrival time is the restriction variable.
(1) Selectionismade one (I), the restrictionvariable "X",
the value of which is not yet determined as one (i .e., a variable,
the domain of which is not changed into one (1) integer yet).
(2) Determination is made of an integer "a" among within
the domain "D" of the restriction variable 'Xu, and a restriction
equation ( (X=a) or (Xf a) ) is added thereto.
(3) Estimation is made on the restriction equation, which
is added in (2) mentioned above. The restriction equation, X=a,
can be executed by bringing the domain of "X" into only one, "a".
Also, the restriction equation, Xf a, can be executed by deleting
'a" from the domain of "X". Also, a logical equation "or" in the
restriction equation conducts an operation, i.e., estimating one
of logic equations, and thereafter, estimating the other of the
logicequationsif a conflict canbe found in an estimation result
of the logic equation.
(4) After the estimationis completedonacertain restriction
variable, anotice that the domainof the corresponding restriction
variable is changed, tothe restrictionequation(s) includingthe
corresponding restriction variable therein.
(5) The restrictionequation, receivingthenoticethatthe
domainofthe restrictionvariable includedin itself is changed,
request re-estimation to other restriction variable(s) included
in itself, but not the corresponding restriction variable.
(6) The restriction variable receiving the re-estimation
request estimates the restriction equation of the origin of the
request, andchecks if the domain itself changes or not. For example,
when the domain of the restriction variable "Y" changes into a
form "X=aY+bU, then the domain of 'X" also changes in accordance
with a relationship of "X=aY+bU. Also, in the form of \'X2aY+b",
in particular, where "a" is positive and the minimum value of the
domain of "Y" changes (i .e., increasing), then the minimum value
of the domain of "Xu changes (i.e., increasing). Also, in case
where 'a" is negative and the minimum value of the domain of "Y"
changes (i .e., decreasing), then the minimum value of the domain
of "X" changes (i. e., decreasing) . Also, in the form of "XlaY+b",
in particular, where 'a" is positive and the minimum value of the
domain of "Y" changes (i. e., decreasing) , then the minimum value
of the domain of 'Xu changes (i. e., decreasing) . Also, in case
where "a" is negative and the minimum value of the domain of "Y"
changes (i. e., increasing) , then the minimum value of the domain
of 'Xu changes (i .e., increasing) . In case of other than those,
the domain of "X" will not change.
(7) As a result of changing of the domain, if there is no
domain of any one (1) of the restriction variable or more than
that (i .e., a null set), this is comes to be a conflict. In this
case, the process is turned back to a point where the estimation
is made on the logic equation of "or", so as to estimate other
one equation than "or". However, if no logic equation canbe found
for "or", an answer is made, i.e., no solution.
In the manner for determining the integer "a" with respect
to the restriction variable 'X" in (2) mentioned above, there is
voluntariness. For example, when finding an earliest value, in
the case of a railroad, the minimum value of the domain "D" is
selectedas "a". Or alternately, when findingalatest value, then
the maximum value of the domain "D" is selected as "a".
Astep 408 is aprocess, inwhich theCPU201 of the re-planning
apparatus 102 outputs the solution required in the form of the
estimation timetable. However, since no change is made of the
platform in the present estimation, the number of the platform
is transcribed the data of the current timetable as it is.
(3.4 Details of Process in Step 304: Allowable Delay
Estimation)
Next, explanationwill bemade ofthe details of processing
5 in the step 304, by referring to Fig. 5 showing an outline of the
allowable delay estimation process in the re-planning apparatus
102. Thus, in the following steps, the delay time is determined,
which is allowable when the timetable of each train is changed.
However, the allowable delay estimation process is a process for
l o obtaining the departure time and the arrival time of each train
at each station, similar to the estimation process. Difference
betweentheestimationprocess, whichwasexplainedin (3.3Details
of Process in Step 303: Estimation) mentioned above, lies in that
the estimation is made with an assumption that the arrival time
15 latest ofthe arrival time at the terminal station is the allowable
delay. Therefore, apart ofthat processmaybe divide dinto either
the estimationprocess or the allowable delay estimationprocess,
with using the train operation estimation engine 111, being same
totheestimationprocess inactual. Hereinafter, explanationwill
20 be given on the process; however, processing in steps from 501
to 506 is similar to that of the estimation process (i.e., the
steps 401-406 n Fig. 4), therefore the explanation thereof will
be omitted herein.
Astep 507 is aprocess, inwhich theCPU2Ol of the re-planning
25 apparatus 102produces anarrival time restrictionat the terminal
station. This is executedbyproducingthe following restriction,
upon basis of an allowable delay time 'L" determined in advance
and the current timetable, for each of the terminal stations of
the trains:
3 o arrival time = arrival time in current timetable + L
where, theallowable delaytime 'L" canbe changeddepending
oneachtrainand/oroperationtime zone (i.e., betweenstations),
but is assumed to be constant in the present embodiment.
Astep508 is aprocess, inwhich the CPU2Ol of the re-planning
apparatus 102 obtains the latest value (i. e., the latest arrival
time for each train), i.e. obtaining a practical or executable
solution.Althoughtheearliestvalueisobtainedintheestimation
process, but differently therefrom, it is the latest value in the
present process.
Astep 509 is aprocess, inwhich the CPU201 of the re-planning
apparatus102outputsthesolutionobtainedastheallowabledelay
estimation timetable. However, since no change is made of the
platform, in the present estimation, then as the number of the
platform, the data of the current timetable is used, as it is.
However, in the present process, an adjustment may be added
onto the minimum stoppage time. With doing in this manner, it is
possible to reflect a phenomenon thereon, i. e., it takes a longer
time for getting on and off, in case where the train delays. As
a method for adjusting can be considered the followings; i .e.,
a method of adding a constant, such as, 10 seconds, etc., to the
minimumstoppagetime, equally, andamethodofutilizingthedelay
time or the distance up to the train just before (i.e., adding
a value obtained by multiplying a constant, and cutting off at
an upper limit and/or a lower limit).
(3.5 Estimation Screen Output After Execution of Allowable
Delay Estimation Process in Step 304)
After execution of the estimation process in the Step 304,
the estimation timetable and/or a result of the allowable delay
estimationmaybeoutputtedona screen. Anexample ofthis screen
is shown in Fig. 13.
In Fig. 13 are shown an estimation timetable line 1304, an
allowable delay estimation line 1305, a delay time region 1306
and an allowable delay time remaining region 1307, in addition
to the timetable lines (1203, 1208, 1204) shown in Fig. 12.
The estimation timetable line 1304 is aline for displaying
the estimation timetable 108, graphically. The allowable delay
estimation line 1305 is a line for displaying the allowable delay
estimation timetable, graphically. The delay time region 1306 is
a region where the delay estimated occurs. The allowable delay
time remaining region 1307 is a region for presenting a margin,
which the timetable estimated has, with respect to the allowable
delay estimation line 1305.
In this manner, by displaying the planned timetable 105,
the estimation timetable 106 and the allowable delay estimation
timetable 109, and further displaying the delay time region 1306
and/orthe allowabledelay time remainingregion1307 inapattern
of color or a paint over, etc., it is possible to show them in
themanner; i.e., towhichthedegree the traindelays, or towhich
the degree of the margin it has, with respect to the timetable
of arriving at the terminal stationwith the allowable time delay
"L" can be seen at a glance.
However, in particular, with the display of the region, a
color or density thereof may be changed depending narrowness
thereof. For example, if the region is narrow, since it means that
there is not sufficient margin, then it can be considered to use
a dark red, etc., which is generally used for an alarm. Or,
alternately, there can be also considered a method of display an
amount of the delay in a 3D manner, such as, such as, showing the
estimation line to come to upper, as the delay becomes large in
an amount thereof, etc.
Also, the allowable delay estimationprocess canbe conducted
on the planned timetable. This can be achieved by conducting the
allowable delay estimation process on the plannedtimetable with
bringing the current timetable into the condition same to that
of the planned timetable; i.e., in the condition that there is
no result. With doing in this manner, it is possible to estimate,
i.e., towhichdegree ofthemargintheplannedtimetable has with
5 respect to the allowable delay estimation timetable. For this
reason,thisisapplicableforthepurposeofruggednessestimation
of the planned timetable.
(3.6 Details of Process in Step 305: Allowable Delay
Consideration Proposal)
LO Next, explanationwill bemade ofthe details of processing
in the step 305, by referring to Figs. 6A and 6B for showing the
outline ofthe allowable delay consideration proposal process in
the re-planning apparatus 102. In the following steps, for the
purpose of reducing a number of train(s) exceeding the allowable
15 delay time, whichis/are estimatedbythe process in the step 303,
there is produced a timetable for each train, in which the order
of overtaking between the trains themselves and/or the station
where the overtaking is made (i.e., a node) and/or the platform
number are changed.
2 0 Ina large loopof steps 602 to 615 in Figs. 6Aand 6B, processes
are conducted for reducing the number of the trains (s) having delay
equaltoorlargerthanthe allowabledelaytime "Lffofthe arrival
time at the terminal station (i.e., allowable delay exceeding
train(s)), on the estimation timetable andby aunit ofthe train.
25 In small groups of steps from 602 to 605 and from 606 to 61, a
process is conducted for chaining the platform number, by a unit
of each of the stations from a starting station to the node. In
a small loop of steps 611 to 615, a process is conducted for changing
the departureorder oftrains, by the unit of eachofthe stations
30 from a starting station to the node.
A step 601 in Fig. 6A is a process, in which the CPU 201
of the re-planning apparatus 102 substitutes a number of the
allowable delay exceeding train(s) in the estimation timetable
into a variable "Nu. This is executed by substituting the number
of the trains, under the following condition, into "N":
a r r i v a l t i m e o f e a c h t r a i n a t t e r m i n a l s t a t i o n o n e s t i m a t i o n
5 timetable - arrival time of each trainat terminal stationonplanned
timetable > allowable delay time "L"
Where a value of the variable can be obtained by conducting
search on the plannedtimetable 105 and the estimation timetable
106, and it shows the number of the allowable delay exceeding
For each train, the following process is executed.
Astep 602 is aprocess, inwhich the CPU201 of the re-planning
apparatus102takes outeachofthetrains exceedingthe allowable
delay time in the estimation step. If there is the train, then
15 the process moves to a step 603. After completion of the process
for each train, the process is ended.
Astep 603 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 substitutes "Nu into a work variable "MinN". The
work variable "MinN" is a variable to be used for determining yes/no
20 of reduction of allowable delay exceeding train number "N" in the
present step 305.
Astep 604 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 conducts a process for searching the node between
the estimation timetable of the corresponding train and the
25 allowable delay estimation timetable of the corresponding train.
During the search of the node, if the order of the departure time
at the starting station and the order of the arrival time at the
terminal station of two (2) trains are same to, there is no node
on the train timetable, however if the orders of the both are reversed,
30 thereis thenodeonthe traintimetable; therefore, it ispossible
to narrow a target of the search for the node of the timetables
upon basis of this condition.
In the node searching, on the estimation timetable and the
allowable delay estimation timetable, the search, starting from
5 the staring station, is conducted for searching a next coming
station, duringthetimewhenthefollowingconditionissatisfied:
departure time on estimation timetable of corresponding
train < departure time on allowable delay estimation timetable
of corresponding train
10 And, a first station satisfying the following condition is
the node:
departure timeonthe estimation timetable of corresponding
train 2 departure time on allowable delay estimation timetable
of corresponding train
15 However, if the following condition is satisfied, from the
starting station, then it is assumed that there is no node:
departure timeonthe estimation timetable of corresponding
train 2 departure time on allowable delay estimation timetable
of corresponding train
2 0 Astep 605 is aprocess, inwhich the CPU2Ol of the re-planning
apparatus 102 checks if there is the node or not. If there is the
node, then the process moves into a step 606. If there is no node,
or if completing the following processes for all of the nodes,
then the process moves into a step 616 shown in Fig. 6B.
2 5 Astep 606 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 takes out each station, at which the platformnumber
canbe changed, in the time earlierthanthenode. This is executed
by taking out the station(s) satisfying the following conditions,
on the estimation timetable 108 from the starting station up to
the node, upon basis of the information shown in Fig. 11:
arrival time at corresponding station- departure time from
station just before > reference operation time of corresponding
5 section (thus, the operation time between the stations is longer
than the reference operation time, in other words, the operation
speed is slower than the reference), and
plural numbers ofplatformnumbers belong to aplatformnumber
group, to which the platformnumber used a the corresponding station
10 belongs, upon basis of the information shown in Fig. 9.
If there is/are a station(s) satisfying the conditions
mentioned above, the process advances to a step 607. After the
process for each station is completed, the process advances to
a step 611 shown in Fig. 6B.
15 Astep 607 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 changes the platform number, thereby executing the
estimation. This is executed by producing the current timetable,
in which the platformnumber to be used at the corresponding station
is changed to other platform number (i .e., rewrite the platform
20 number at the corresponding station of the current timetable),
andexecutingthe estimationprocess in the similarmanner to the
process, which was explained in 3.3 Details of Process in Step
303: estimation.
Astep 608 is aprocess, inwhich the CPU 201 of the re-planning
25 apparatus 102 substitutes a number into "NowN" of train(s)
exceeding the allowable delay upon a new estimation.
Astep 609 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 checks if the delay of the corresponding train is
within the allowable delay or not, and if "NowN"<"MinN" or not
30 ( e . , the allowable delay exceeding train number is reduced
becauseofthenewestimation), inthenewestimation. If thedelay
of the corresponding train is within the allowable delay and further
'NowN"<'MinNN, according to the new estimation, the process
advances to a step 610. If not so, the process turns back to the
step 606, and conducts the similar process relating with the next
station.
Astep 610 is aprocess, inwhich theCPU201 of the re-planning
apparatus 102 substitutes "NowN" into the work variable "NowN",
and thereby renewing the variable for determining yes/no of
decreasing of the allowable delay exceeding train number 'Nu by
means of the present step 305.
A step 611 in Fig. 6B is a process, in which the CPU 201
of the re-planning apparatus 102 takes out a station, at which
it can exchanged the departure orderby other train, within the
time earlier than the node.
This is executed by searching out a station, at which the
departure order can be changed in such a manner that the train
just in front of the corresponding train differs from any one of
the trains in front at theprevious station thereof, in the departure
order at the corresponding station. The case where the train just
in front differs fromanyoneofthe train sin front at theprevious
station includes a case when the train just in front at the
correspondingstationovertakesthecorrespondingtrain, andalso
a case when the train just in front enters into a line from other
line or other section of line at the corresponding station. In
such case, it is possible to make a change of the order, such as,
by making the station siding the train just in front later, or
delaying an enter of the train just in front, for example.
If there is a station satisfying the condition mentioned
above, then the process moves to a step 612. After the process
for each station is completed (i.e., the search on the station(s)
changeable in the departure order thereof), the process moves to
the step 602 shown in Fig. 6A.
Astep 612 is aprocess, inwhich theCPU201 of the re-planning
apparatus 102 changes the departure order of the train and estimates
the departure time of the rain. Herein, the current timetable is
5 produced by changing the arrival time and the departure time on
the current timetable of the train just in front to be equal to
the departure time on the current timetable of the corresponding
train or later than that, and thereafter, the estimation process
is executedinthe similarmannertothatexplainedin 3.3 Details
lo of Process in Step 303: Estimation.
Astep 613 isaprocess, inwhich theCPU201 of the re-planning
apparatus 102 substitutes a number of trains allowed with the
allowable delay (i. e., allowable delay allowed train number) in
the new estimation into "NowN".
15 Astep 614 is aprocess, in which the CPU 201 of the re-planning
apparatus 102 checks if the delay of the corresponding train is
within the allowable delay or not, and further "NowN"<"MinN" or
not (i.e., theallowabledelayexceeding trainnumber is decreased
accompanyingwiththe change ofthe departure time ofthe train),
20 in the new estimation. If the delay of the corresponding train
is within the allowable delay and further "NowN"<"MinN", then the
process moves to a step 615. If not, the process turns back to
the step 611, and the similar process is conductedon a next station,
at which the departure order can be changed.
2 5 Astep 615 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 substitutes "NowN" into "MinN", thereby renewing
the variation for determining yes/no of the reduction of the
allowabledelay exceedingtrainnumber "N"bymeans ofthe present
step 305.
3 0 Astep 616 is aprocess, in which the CPU201 of the re-planning
apparatus 102 checks if "MinNW<"N" or not. Thus, it is checked
if the allowable delay exceeding train number is reduced to be
lower than that of an original estimation timetable or not, by
the processes shown in Figs. 6A and 6B. If "MinN"<"N", then the
process moves to a step 617. If not "MinNW<"N", then the process
of the step 305 is ended.
Astep 617 is aprocess, inwhich the CPU201 of the re-planning
apparatus 102 proposes a change of timetable applying "MinN"
therein i f the timetable, in which the allowable delay
exceeding train number is reduced down to a number than that of
the original estimation timetable).
With changing the platform number and the departure order
of the train through the processes shown in Figs. 6A and 6B, which
arementionedinthe above, it is possibleto lessen the allowable
delay exceeding train number.
Explanation will be given on a timetable change proposal,
by referring to Fig. 14 for showing an example of the screen of
a departure time change proposal. In Fig. 14 is shown a proposal
window 1210, including a train line display window 1201, and a
proposal acceptance button 1411 and a proposal rejection button
1412 therein. In the train line display window 1201 is displayed
a train timetable 1409 in the allowable delay consideration
proposal, shiftingtheestimationtimetableline1304 ofthe train
afterdepartingfromthe s t a t i o n " B " i n t o t h e d i r e c t i o n o f a n a r r o w
1212, in addition to the timetable lines (1203, 1208, 1204, 1304
and 1305) shown in Fig. 13.
The contents of the proposal are displayed in the proposal
window1210, asisinFig. 14, and forthedispatcher, it ispossible
toinputacceptance/rejectionoftheproposalintothere-planning
apparatus 102, by selecting the proposal acceptance button 1411
when she/he accepts the proposal, or selecting the proposal
rejection button 1412 when she/he rejects the proposal.
In Fig. 14, a standing time at the station "B" of the train
timetable is extended, and the departure time at the station "B"
is changed to be later than the departure time of the train timetable
1304, which is shown by a broken line, and the passing time at
the station "B" of the passing train timetable after changing,
which is shown by a solid line.
(4. Other Embodiment)
Further, various variations not restricting to the
embodiment mentioned above are also possible. For example, they
shouldnot be limited to those having all the constituent elements,
which are already explained in the above. Or, a part of the
constituent elements of a certain embodiment can be replaced by
the constituent element of other embodiment(s), or to the
constituentelement(s) ofthe certain embodiment canbe addedthe
constituent element (s) of the other embodiment. Also, a part of
the constituent element (s) of each embodiment can be
added/deleted/replaced by that of the other embodiment.
Also, each of the constituent elements, the functions and
the processes mentioned above can be accomplished, in a part or
a whole thereof, by hardware, obtained by designing it/them in
the form of an integrated circuit, etc., for example. Also, each
of the constituent elements and functions, etc., mentioned above
canbe accomplishedbyaprogram, inwhich aprocessor interprets
a program(s) for achieving the respective functions and executes
it/them. The information, such as, a program, a table and a file,
etc., forachievingeachfunction, canbepositionedonarecording
device, such as, a hard disk, a SSD (Solid State Drive), etc.,
or on a recording medium, such as, an IC card, a SD card, or a
DVD, etc.
Also, only control lines and information lines are shown,
as far as can be considered necessary for the explanation, but
not necessarily show all the control lines and the information
lines, which are necessary for a product. Actually, it can be
considered t h a t a l l t h e constituent elements are connected with,
mutually.
Also, inthepresentspecificationisusedaterm, 'terminal
station", but it is onlyoneofthe embodiments, butmaybe a p o i n t ,
but not the s t a t i o n (but, having a timetable in t h e s i m i l a r manner
of the s t a t i o n ) . Also, the place where the allowable delay timetable
isobtainedshouldnotbetheterminalstation, butmaybea station
on the way. With doing i n t h i s manner, it is possible to suppress
the delay a t a c e r t a i n s p e c i f i c intermediate s t a t i o n to be constant,
and so on.

What is claimed is:
1. An re-planning job assistance apparatus, comprising:
a constraint programming execution unit, which is
configured to obtain an executable solution from a problem
5 described in constraint programming;
a train operation estimation unit, which is configured to
obtain a estimation timetable, as a result of estimation of train
operation, uponbasisofanplannedtimetable, which is originally
planned, a current timetable obtained by chaining said planned
l o timetable, and a result timetable recoding a result of operation
of a train; and
an allowable delay consideration estimation unit, which
is configured to obtain an allowable delay timetable, as a result
of estimation when a train arrives at a terminal station with a
15 predetermined delay time, upon basis of said planned timetable
and said current timetable and said result timetable.
2. The re-planning job assistance apparatus, as described
in the claim 1, further comprising
a unit, which is configured to make an emphasizing display
20 of a region surrounded by said planned timetable relating to the
train designated by an operator and said estimation timetable,
and a region surrounded by said estimation timetable relating to
saidtrainandsaidallowabledelaytimetable, onadisplay screen.
3. The re-planning job assistance apparatus, as described
25 in the claim 1, further comprising:
an allowable delay consideration proposal unit, which is
configured to propose such an re-planning that a number of trains
arriving at the terminal station within a predetermined delay time,
with applying said train operations estimation unit and said
30 allowable delay consideration estimation unit.
4. The re-planning job assistance apparatus, as described
intheclaim3, whereinsaidallowabledelayconsiderationproposal
unit further comprises:
for said estimation timetable,
5 a unit, which is configured to change a platform number
by a unit of each station, from a starting station up to a node,
beinga station, at which anorder of overtaking of trains themselves
and/or overtaking are/is conducted;
a unit, which is configured to change departure order of
l o trains, by a unit of each station, from said starting station up
to said node; and further
a unit, which is configured to determine if a number is
reduced or not, of an allowable delay exceeding train(s), being
a trains(s) delaying by a time equal to an allowable delay time
by a unit of a train.
5. An re-planning job assistance method, with applying a
processing apparatus, having a CPU, a memory and a terminal, for
conductingcollectionofinformationofa station andanoperation
20 condition of a train, and an instruction of an operation, through
a network, comprising the following steps of:
producing a current timetable with making change of a
timetable, manually by a dispatcher, upon an planned timetable,
being a timetable planned originally;
2 5 producing an estimation timetable by making such a change
upon said planned timetable that it satisfies a restriction
equation;
producing an allowable delay estimation timetable by
determining an allowable delay to said estimation timetable;
3 o producing an allowable delay consideration proposal by
changing a platform number within a station yard and a departure
order of trains; and further
inputting saidproposalthroughoperationof saidterminal
made by said dispatcher.
5 6. The re-planning job assistance method, as described in
the claim 5, wherein said step for producing said allowable delay
consideration proposal comprises the following steps of:
for the estimation timetable,
conducting a process for changing the platform by a unit
l o of eachstation froma starting stationup to anode, being a station,
at which an order of overtaking of trains themselves and/or
overtaking are/is conducted;
conductingaprocess for changing departure order of trains,
by a unit of each station, from said starting station up to said
15 node; and further
conductingaprocess fordeterminingifanurnberis reduced
or not, of an allowable delay exceeding train (s) , being a trains (s)
delaying by a time equal to an allowable delay time 'L" or larger
than that of an arrival time at the terminal station, by a unit
I 20 of a train.
7. The re-planning job assistance method, as described in
the claim 6, wherein said step for changing said platform number
I comprising the following steps of:
in said estimation timetable from said starting station
25 up to said node,
taking out stations, an operation time between which is
longerthanareferenceoperationtime, andatwhichpluralnumbers
of platform numbers belong to a platform number group, to which
a use platform number at a corresponding station belongs; and
changing said use platform number at said corresponding
station to other platform number.
8. The re-planning job assistance method, as described in
the claim 6, wherein
5 said process for changing said departure order comprises
the following steps of:
in said estimation timetable from said starting station
up to said node,
taking out a station, at which the departure order can be
l o changed in such that a train just in front of said corresponding
traindiffers fromanyoneofprevious trains ata stationin front
of said corresponding train, in a time earlier than that of said
node;
chaining the departure order of the trains at said station
15 taken out, and thereby estimating a departure time of said train.
9. The re-planning job assistance method, as described in
the claim 6, wherein
when searching said node,
starting a search from said starting station, on said
20 estimation timetable and said allowable delay estimation
timetable,
searching a next station, during time when the departure
time of said corresponding train on the estimation timetable <
the departure time of said corresponding train on the allowable
25 delay estimation timetable,
extracting a first station as the node, which satisfies
the departure time of said corresponding train on the estimation
timetable >the departure time of said corresponding train on the
allowable delay estimation timetable,
i
I from said staring station,
determining that there is no said node, when the departure
time of said corresponding train on the estimation timetable 2
the departure time of said corresponding train on the allowable
5 delay estimation timetable.
10. The re-planning job assistance method, as described
in the claim 5, wherein
said restriction equation includes at least one of the
followings:
10 anorder restriction, which is adepartureorder at a station;
an early departure inhibition restriction, in accordance
withwhich an actual departure time is after a time after changing
thereof;
aplatformuse restriction, inaccordancewithwhicha same
15 platform is used after change of timetable;
a car management restriction, which regulates amanagement
of cars to be used mutually between trains;
a minimum stoppage time restriction, in accordance with
which a stoppage time at each station is equal to or greater than
20 a minimum stoppage time; and
1 areferenceoperationtime restriction, in accordancewith
I
which an operation time between stations is equal to or greater
I than a reference operation time.
I
11. Amemorymediumreadable bya calculator, storing therein
I
25 a program for carrying out an re-planning job assistance method
of collectin ginformationof a stationand/or a trainandconducting
an instruction of an operation via a network, with applying a
processing apparatus having a CPU, a memory and a terminal, wherein
said method comprises the following steps of:
producing a timetable, manually, with a dispatcher, by
makinga change onanplannedtimetable, beingatimetableplanned
originally;
producing an estimation timetable by making such a change
5 on said estimation timetable that it satisfies a restriction
equation;
producing an allowable delay estimation timetable by
determining an allowable delay for said estimation timetable;
producing an allowable delay consideration proposal by
10 making changes on a platform number within a station yard and/or
a departure order of trains, for said allowable delay estimation
timetable; and further'
inputting acceptance/rejection of said proposal through
an operation of said terminal made by said dispatcher.
15 12.There-planningjobassistanceapparatus, substantially
as herein described with reference to accompanying drawings and
examples.
13. The re-planning job assistance method, substantially
as herein described with reference to accompanying drawings and
20 examples.
14.Amemorymediumreadablebya calculator, substantially
as herein described with reference to accompanying drawings and
examples.