Train Operation Management System, Timetable-Based Operation Control Device, Shuttle Operation Control Device, and Train Operation Management Method

The present disclosure relates to a train operation management system, a timetable-based operation control device, a shuttle operation control device, and a train operation management method, each for use in train operation control.

A train accident, a train malfunction, or the like occurred during a train operation conventionally forces a train to be no longer operational on schedule. In such case, even when one track of multiple tracks is unusable, train operation can be kept in service as far as another track is usable, by providing a shuttle operation to cause a train to run in a single-track section and to shuttle back and forth in a limited section. However, shuttle operation is not an operation based on a regular timetable, and in which case a person such as a commander in the control center where train operation is managed creates a timetable for the shuttle operation after examination of the train-operational section, available trains, and the like, which is laborious. To address such problem, Patent Literature 1 discloses a technology for automatically generating a timetable for shuttle operation.

Patent Literature 1: Japanese Patent Application Laid-open No. 2017-177901

Train operation can be disrupted by various causes including a delay of a train due to concentration of passengers in a specific section, in addition to a train accident, a train malfunction, and the like as described above. In this respect, the foregoing conventional technology requires the commander to, before starting of a shuttle operation, determine to provide a shuttle operation and to specify the traveling section and the like. Thus, when train operation encounters an obstacle, the commander needs to precisely determine the best course of action to remove the obstacle, and when a shuttle operation is to be provided, the commander further needs to specify the traveling section and the like. This presents a problem of a burden imposed on the commander.

The present disclosure has been made in view of the foregoing, and it is an object of the present disclosure to provide a train operation management system capable of precisely determining an action to take when train operation has been disrupted, and of controlling the train operation through a shuttle operation without receiving an instruction from the commander when a shuttle operation is to be provided as an action to take on a disruption in operation of a train (hereinafter referred to as train operation disruption).

In order to solve the above-described problems and achieve the object, a train operation management system according to the present disclosure includes: an operational disruption detection unit to detect a disruption in operation of a train on a basis of a deviation of an actual station arrival-departure time of the train from a station arrival-departure time presented in a timetable that presents the station arrival-departure time of the train; an action method determination unit to, when the operational disruption detection unit has detected a disruption in operation of the train, determine whether to resolve the disruption in operation of the train by rescheduling or by providing a shuttle operation, the rescheduling being performed through modification of the timetable, the shuttle operation being an operation to operate the train to shuttle back and forth in a defined single-track section; a shuttle operation instruction unit to, when the disruption in operation of the train is to be resolved by providing the shuttle operation, determine at least one traveling section to be used in the shuttle operation for a shuttle operation section, and assign the train to run in the traveling section to the traveling section, the shuttle operation section being a shuttle operation operational section; a shuttle operation start unit to move the train assigned, to the traveling section; a shuttle operation control unit to reserve, in the traveling section, a route along which the train is to run, and to run the train along the route reserved; a shuttle operation evaluation unit to determine appropriateness of continuing the shuttle operation; and a shuttle operation termination unit to, when the shuttle operation evaluation unit has determined to terminate the shuttle operation, move the train that has been operated in the shuttle operation to a location where the train is operational according to the timetable.

A train operation management system of the present disclosure provides an advantageous effect in capability of precisely determining an action to take when train operation has been disrupted, and of controlling the train operation through a shuttle operation without receiving an instruction from the commander when a shuttle operation is to be provided as an action to take on a train operation disruption.

A train operation management system, a timetable-based operation control device, a shuttle operation control device, and a train operation management method according to embodiments of the present disclosure will be described in detail below with reference to the drawings.

1 FIG. 1 1 1 is a diagram illustrating an exemplary configuration of a train operation management systemaccording to a first embodiment. The train operation management systemis a system for managing operation of a train (not illustrated). The train operation management systemis used in a system that wirelessly communicates with a train and wayside equipment to control train operation. The system that wirelessly communicates with a train and wayside equipment to control train operation is, for example, but not limited to, a communications-based train control (CBTC) system. Note that the term train as used herein refers not only to a train having a formation consisting of multiple vehicles, but also to a single-vehicle train consisting of a single vehicle.

1 2 3 2 11 12 13 14 3 15 16 17 18 19 1 17 1 1 FIG. The train operation management systemincludes a timetable-based operation control deviceand a shuttle operation control device. The timetable-based operation control deviceincludes a timetable-based operation control unit, an operational disruption detection unit, an action method determination unit, and a rescheduling instruction unit. The shuttle operation control deviceincludes a shuttle operation instruction unit, a shuttle operation start unit, a shuttle operation control unit, a shuttle operation evaluation unit, and a shuttle operation termination unit. The components included in the train operation management systemillustrated inare assumed to be wayside-installed units, but are not limited thereto. For example, components such as the shuttle operation control unitmay be installed on a train, operation of which is controlled through a shuttle operation by the train operation management system.

11 11 14 14 11 14 11 12 The timetable-based operation control unitcontrols a timetable-based operation, in which a train is operated according to a timetable that presents station arrival-departure times of the train. In addition, when the timetable-based operation control unitis instructed by the rescheduling instruction unitto use a timetable modified by the rescheduling instruction unitto resolve a disruption in operation of a train (hereinafter referred to as train operation disruption) by rescheduling, the timetable-based operation control unitcontrols the timetable-based operation in which the train is operated according to the timetable modified by the rescheduling instruction unit. The timetable-based operation control unitobtains information of a station arrival-departure time from the train, and accordingly outputs, to the operational disruption detection unit, information of an actual station arrival-departure time of the train obtained through control of the timetable-based operation.

12 12 11 12 12 12 The operational disruption detection unitdetects a train operation disruption on the basis of a deviation of the actual station arrival-departure time of the train from a station arrival-departure time presented in the timetable that presents station arrival-departure times of the train. A train operation disruption may occur due to various causes such as an occurrence of an out-of-service section caused by a train accident, a train malfunction, or the like, and a temporary increase in the amount of passenger flow in a specific section caused by an event held near the railroad route. The operational disruption detection unitobtains information of the actual station arrival-departure time of the train from the timetable-based operation control unit. In addition, the operational disruption detection unitholds information of the timetable. The operational disruption detection unit, for example, compares the foregoing deviation with a predetermined threshold provided for detecting a train operation disruption. The operational disruption detection unitdetermines that the train operation has not been disrupted when the foregoing deviation is less than the threshold, and determines that the train operation has been disrupted when the foregoing deviation is greater than or equal to the threshold.

12 12 12 12 13 12 12 13 12 12 12 13 13 The operational disruption detection unitmay detect a train operation disruption using not only the deviation of the station arrival-departure time, but also a deviation of an actual required inter-station travel time of a train from a required inter-station travel time of the train presented in the timetable. When the operational disruption detection unithas determined that the train operation is disrupted, that is, when the operational disruption detection unithas detected a train operation disruption, the operational disruption detection unitinforms the action method determination unitthat the operational disruption detection unithas detected a train operation disruption. In this operation, the operational disruption detection unitinforms the action method determination unitalso of information of the foregoing deviation. When the operational disruption detection unithas determined that the train operation is not disrupted, that is, when the operational disruption detection unithas detected no train operation disruption, the operational disruption detection unitmay inform the action method determination unitof no information or may inform the action method determination unitthat no train operation disruption has been detected.

12 13 13 12 13 1 13 1 13 When the operational disruption detection unithas detected a train operation disruption, the action method determination unitdetermines whether to resolve the train operation disruption by rescheduling through modification of the timetable, or by providing a shuttle operation, in which the train is operated to shuttle back and forth in a defined single-track section. The action method determination unitobtains, from the operational disruption detection unit, information of the deviation of the actual station arrival-departure time of the train from the station arrival-departure time presented in the timetable that presents station arrival-departure times of the train. In addition, the action method determination unitobtains information such as a crowdedness degree of the train during every stop at a station and during every time period of running between stations, the number of passengers that have passed a ticket gate, a set of the location and detail of a malfunction of a malfunctioning train on which the malfunction has occurred, a set of the location and detail of an accident of an accident train involved in the accident, and/or information of a section in which the train is not operational due to a reason such as a fire or flood. When the train operation management systemhas obtained information for use in determination of whether to perform rescheduling or to provide a shuttle operation, the action method determination unitreads such information from a storage unit (not illustrated) storing the information, thereby obtains the information. When the train operation management systemhas not obtained information for use in determination of whether to perform rescheduling or to provide a shuttle operation, the action method determination unitobtains such information from an external device (not illustrated) holding the information.

13 13 13 13 13 14 13 13 15 13 14 15 The action method determination unitdetermines whether to resolve the train operation disruption by rescheduling or by providing a shuttle operation, using, in addition to the foregoing deviation, at least one of the crowdedness degree of the train during every stop at a station and during every time period of running between stations, the number of passengers that have passed a ticket gate, a set of the location and detail of a malfunction of a malfunctioning train, a set of the location and detail of an accident of an accident train, and information of the section in which the train is not operational. The action method determination unitmay also determine whether to resolve the train operation disruption by rescheduling or by providing a shuttle operation by, for example, holding a table that predefines for which combination a train operation disruption is reasonably determined to be resolved by rescheduling, and for which combination a train operation disruption is reasonably determined to be resolved by providing a shuttle operation, depending on combinations of pieces of the information to be obtained, and looking up the table on the basis of the information obtained. In addition, when a train operation route has been separated into some sections due to a cause such as a natural disaster, the action method determination unitmay determine to provide a shuttle operation in each of the separated sections. When the action method determination unithas determined that the train operation disruption is to be resolved by rescheduling, the action method determination unitinforms the rescheduling instruction unitthat the train operation disruption is to be resolved by rescheduling, while when the action method determination unithas determined that the train operation disruption is to be resolved by providing a shuttle operation, the action method determination unitinforms the shuttle operation instruction unitthat the train operation disruption is to be resolved by providing a shuttle operation. Note that the action method determination unitmay output, not only a notification of the determination result, but also information such as the foregoing deviation used in determination, to the rescheduling instruction unitor to the shuttle operation instruction unit.

14 11 13 14 13 When the train operation disruption is to be resolved by rescheduling, the rescheduling instruction unitmodifies the timetable, and specifies information of station arrival-departure times of the train based on the modified timetable, to the timetable-based operation control unit. When, for example, informed by the action method determination unitthat the train operation disruption is to be resolved by rescheduling, the rescheduling instruction unitobtains, from the action method determination unit, information that has been used in determination that the train operation disruption is to be resolved by rescheduling, and modifies the timetable using the information obtained. Rescheduling specifically includes, for example, but not limited to, increasing a train service frequency, extending a train stoppage time at a station, changing the train destination, and the like.

15 13 15 13 When the train operation disruption is to be resolved by providing a shuttle operation, the shuttle operation instruction unitdetermines one or more traveling sections to be used in the shuttle operation for a shuttle operation section, in which the shuttle operation is to be provided, and assigns a train to run in each of the one or more traveling sections (hereinafter referred to simply as the traveling section) to the traveling section. When, for example, informed by the action method determination unitthat the train operation disruption is to be resolved by providing a shuttle operation, the shuttle operation instruction unitobtains, from the action method determination unit, information that has been used in determination that the train operation disruption is to be resolved by providing a shuttle operation; determines, using the information obtained, a traveling section to be used in the shuttle operation on the basis of a shuttle operation section preplanned, which is a shuttle operation operational section, and on the basis of a train operation pattern in the shuttle operation section; and assigns a train to run in the traveling section determined, to the traveling section determined.

15 The shuttle operation section is a single-track section to be controlled, in which a train shuttles back and forth, and the range of which is defined by boundary stations at both ends thereof, which function as the starting and terminal stations. The operation pattern represents, with respect to the shuttle operation section, one of options to be used such as to set a single traveling section, to set multiple traveling sections by setting a traveling section between each station pair, to set some of the traveling sections to partly overlap each other, and the like. The shuttle operation instruction unitsets a single traveling section or multiple traveling sections in the shuttle operation section specifically in consideration of the number of stations included in the shuttle operation section, the length of the shuttle operation section, a passenger demand in the current time span of hours, and/or the like.

15 15 16 The shuttle operation section preplanned and the train operation pattern in the shuttle operation section are, for example, calculated or defined in advance by the commander in the control center where train operation is managed. The shuttle operation section preplanned and the train operation pattern in the shuttle operation section preplanned may be calculated or defined separately or in combination of a shuttle operation section preplanned and a possible operation pattern for that shuttle operation section preplanned. For example, when a major transfer station exists several stations away from a station nearest to a site where a large event can take place, a shuttle operation section and a train operation pattern in the shuttle operation section are calculated or defined in advance to enable a shuttle operation to be provided between the station nearest to the site and the major transfer station according to the scale of the event. The shuttle operation instruction unitmay set, for the shuttle operation section, in which the shuttle operation is to be provided, a single traveling section to cause a single train to operate in shuttle operation in the entire section of the shuttle operation section, or multiple traveling sections to cause multiple trains assigned thereto to operate in shuttle operation in the respective traveling sections. The shuttle operation instruction unitoutputs the traveling section or traveling sections (hereinafter, traveling section(s)) determined to provide a shuttle operation therein, and information of the train or trains (hereinafter, train(s)) assigned to the traveling section(s), to the shuttle operation start unit.

16 15 15 15 17 16 17 16 16 The shuttle operation start unitmoves the train(s) assigned, to the traveling section(s) determined by the shuttle operation instruction unit, on the basis of the information obtained from the shuttle operation instruction unit. When the shuttle operation instruction unithas set, as described above, multiple traveling sections for the shuttle operation section, in which the shuttle operation is to be provided, absence of the train assigned to a traveling section from that traveling section disables the shuttle operation control unit(described later) from providing control of the shuttle operation. The shuttle operation start unitaccordingly provides control to move the trains assigned to the respective traveling sections to the respective traveling sections and/or similar control to enable the shuttle operation control unitto provide control of the shuttle operation. When the shuttle operation start unitis to move the trains assigned to the respective traveling sections to the respective traveling sections, the shuttle operation start unitcan move the trains assigned to the respective traveling sections to the respective traveling sections by, but not limited to, running each of the trains to a predetermined boundary station, e.g., the station at the “up” end or the station at the “down” end, of the traveling section.

17 15 17 17 17 18 The shuttle operation control unitreserves a route along which a train is to run, in each of the traveling section(s) determined by the shuttle operation instruction unit, and runs the train along the route reserved. The shuttle operation control unitcauses the train for which a route has been successfully reserved in the traveling section to which that train has been assigned (hereinafter conveniently referred to as the assigned traveling section or the traveling section assigned), to run over the length of the route reserved. In addition, when the train arrives at a station, the shuttle operation control unitdetermines whether to run the train to turn back, on the basis of the traveling section to which the train has been assigned. The shuttle operation control unitinforms the shuttle operation evaluation unitof information about current operational status of the train. The information about current operational status of the train is information about, for example, but not limited to, the current train location, the station arrival-departure times of the train, the required inter-station travel time of the train, the travel direction of the train, and/or the like.

17 17 17 17 15 16 17 In the present embodiment, each of the trains assigned to the respective traveling sections of the shuttle operation section runs after automatically reserving a route in the traveling section without receiving an instruction from a person such as a commander in the control center. Each train understands the location of another train in the shuttle operation section, and, for example, when no other train is stopping at the next stop, the train requests a route up to the next stop from the shuttle operation control unit, while when another train is stopping at the next stop, the train does not request a route from the shuttle operation control unit. In this manner, each train understands the location of another train, and coordinates the route and stations in the shuttle operation section with another train by an action such as postponement of departure at a station. The shuttle operation control unitreserves a route upon request from the train, and informs the train that has made the request, of the route reserved. Because the train runs in the traveling section in the range of the route reserved, the shuttle operation control unitis also capable of controlling the operation of each train by reserving a route for each train. Note that to request a route, each train needs to obtain in advance information of the assigned traveling section. To this end, the shuttle operation instruction unit, the shuttle operation start unit, or the shuttle operation control unitspecifies the traveling section to the train.

17 17 17 1 1 1 1 The shuttle operation control unitperforms control at times such as when the train reserves a route, when the train runs along a route, and when the train determines whether to turn back upon arrival at a station. Thus, the shuttle operation control unitmay be installed in wayside equipment to control all the trains running in the traveling sections of the shuttle operation section, or may be installed in each train to control only the train on which that shuttle operation control unitis installed. The method used by a particular train for understanding the location of another train may be a method in which the train sends location information of that train to the wayside equipment and obtains location information of another train from the wayside equipment, or a method in which each train directly sends and receives location information to and from another train using wireless communication or the like. In this operation, the wayside equipment that sends and receives location information of the trains may be the train operation management systemor another system. The method for reserving a route for a train can be similar to the method for reserving a route using a CBTC system as described above. In this manner, when the train operation management systemperforms control through a shuttle operation, each of the trains running in the respective traveling sections of the shuttle operation section runs after autonomously reserving a route. This eliminates the need for the train operation management systemto generate a timetable for use in the shuttle operation. In addition, use of the train operation management systemalso eliminates the need for a person such as a commander in the control center to generate a timetable for use in the shuttle operation.

18 18 13 17 13 18 13 15 16 17 13 18 18 1 FIG. The shuttle operation evaluation unitdetermines appropriateness of continuing the shuttle operation. The shuttle operation evaluation unitdetermines the appropriateness of continuing the shuttle operation on the basis of, for example, information that has been used by the action method determination unitand information obtained from the shuttle operation control unit. Concerning the information that has been used by the action method determination unit, the shuttle operation evaluation unitmay obtain this information from the action method determination unitthrough the shuttle operation instruction unit, the shuttle operation start unit, and the shuttle operation control unit, or directly from the action method determination unitalthough this flow is not illustrated in. When the shuttle operation evaluation unitdetermines that the timetable-based operation can be restored or restoration to the timetable-based operation will increase the efficiency of operation of the train, the shuttle operation evaluation unitdetermines to terminate the shuttle operation and to restore the timetable-based operation.

18 18 17 18 18 17 19 18 18 17 17 18 18 When the shuttle operation evaluation unitdetermines to continue the shuttle operation, the shuttle operation evaluation unitinforms the shuttle operation control unitthat the shuttle operation will be continued. When the shuttle operation evaluation unitdetermines to terminate the shuttle operation and to restore the timetable-based operation, the shuttle operation evaluation unitinforms the shuttle operation control unitand the shuttle operation termination unitthat the shuttle operation will be terminated and the timetable-based operation will be restored. When the shuttle operation evaluation unitdetermines that the shuttle operation is continued at this moment but can be terminated shortly, the shuttle operation evaluation unitmay inform the shuttle operation control unitof such situation. This will allow the shuttle operation control unitto respond in a manner such as to cause the train under control to continue to run in the original travel direction of the track being used, but not to run in a travel direction opposite the original travel direction of the track being used. Note that the shuttle operation evaluation unitmay terminate the shuttle operation over the entire length of the shuttle operation section at one time or terminate the shuttle operation in part of the shuttle operation section. For example, in a case of a shuttle operation section including three stations in total, which are the boundary stations at both ends of the shuttle operation section and a station near the center of the shuttle operation section, the shuttle operation evaluation unitmay operate to terminate the shuttle operation in a section between a station at one boundary of the shuttle operation section and the station near the center of the shuttle operation section, but to continue the shuttle operation in a section between the station at another boundary of the shuttle operation section and the station near the center of the shuttle operation section.

19 18 19 16 19 19 11 18 1 19 The shuttle operation termination unitmoves the train that has been operated in shuttle operation to a location where the train is operational according to the timetable when the shuttle operation evaluation unithas determined to terminate the shuttle operation. The shuttle operation termination unitoperates in an inverse manner to the shuttle operation start unit. When the shuttle operation termination unithas moved the train that has been operated in shuttle operation to a location where the train is operational according to the timetable, the shuttle operation termination unitinforms the timetable-based operation control unitthat the train can now be operated according to the timetable, that is, a timetable-based operation can be provided. Even when the shuttle operation evaluation unithas determined to terminate the shuttle operation and to restore the timetable-based operation, the train operation management systemdoes not transition the train operation to the timetable-based operation promptly, but provides control to transition the train operation to the timetable-based operation step by step to ensure that the timetable-based operation will be restored after the shuttle operation termination unithas moved the train(s) present in the shuttle operation section to appropriate location(s).

1 1 1 1 1 1 1 2 2 FIG. 2 FIG. 2 FIG. As described above, the train operation management systemcontrols the train operation with a timetable-based operation, in which a train is operated according to a timetable, or through a shuttle operation, in which a train is operated to shuttle back and forth in a defined single-track section.is a diagram illustrating a state transition in train operation control in the train operation management systemaccording to the first embodiment. The train operation management systemcontinues to control the train operation with the timetable-based operation when the train can be operated according to the station arrival-departure times presented in the timetable. When a train accident, a train malfunction, or the like has caused a delay during a timetable-based operation, and the delay cannot be eliminated by rescheduling, the train operation management systemtransitions the train operation to the shuttle operation as illustrated in the part () of, and controls the train operation through a shuttle operation. When the train operation management systemdetermines, during the shuttle operation, that the timetable-based operation can be restored or restoration to the timetable-based operation will increase the efficiency of operation of the train, the train operation management systemtransitions the train operation to the timetable-based operation as illustrated in the part () of, and controls the train operation with the timetable-based operation.

3 FIG. 3 3 a c FIG.() to() 3 3 a c FIG.() to() 3 3 a c FIG.() to() 3 3 a c FIG.() to() 3 3 a c FIG.() to() 1 15 The shuttle operation section and the traveling section(s) assumed in the first embodiment will next be described.is a diagram illustrating examples of the shuttle operation section and the traveling section(s) when train operation is controlled through a shuttle operation assumed in the train operation management systemaccording to the first embodiment.each illustrate a situation in which a train accident or the like has made the lower one (as viewed in the figure) of the tracks unusable, thereby causing a train or trains to be operated using only the upper one (as viewed in the figure) of the tracks in a section from station A via stations B and C to station D, which is originally a double-track section. In addition,each illustrate an example of shuttle operation section forming a closed system.correspond to the respective operation patterns described above. Note that the shuttle operation section and the traveling sections illustrated inare by way of example, and are not limiting. In the case of a shuttle operation section forming a closed system, the shuttle operation instruction unitis also capable of setting, as sections in which a shuttle operation is to be provided, a shuttle operation section and a traveling section other than the shuttle operation section and the traveling sections illustrated in.

3 a FIG.() 3 a FIG.() illustrates an example in which a single traveling section is set in the shuttle operation section. In, train X repeats a shuttle operation of starting from station A, stopping at stations B and C, and arriving at station D, then turning back at station D, stopping at stations C and B, and arriving at station A.

3 a FIG.() In the case of the example of, train X can run in the shuttle operation section, i.e., the traveling section of train X, without concern of the location of another train unless a train operated outside the shuttle operation section stops at neither station A nor station D, both of which are the boundary stations of the shuttle operation section.

3 b FIG.() 3 b FIG.() 3 b FIG.() 3 a FIG.() 3 b FIG.() 3 a FIG.() 3 a FIG.() illustrates an example in which three traveling sections are set in the shuttle operation section. In, train X operates in shuttle operation between stations A and B, train Y operates in shuttle operation between stations B and C, and train Z operates in shuttle operation between stations C and D. In the case of the example of, train X, which is currently stopping at station A, is not allowed to stop at station B while train Y is stopping at station B unlike the case of. That is, train X cannot reserve a route up to station B at a time when train Y is stopping at station B. As such, train X runs to station B after train Y leaves station B causing station B to be vacant and allowing train X to reserve a route up to station B. Note that even when train Y is stopping at station B, train X may reserve a route up to a point before station B and run up to, and stop at, the point before station B, and then run to station B after train Y leaves station B causing station B to be vacant and allowing train X to reserve a route up to station B. During a time when train Y runs from station B to station C, train Y and train Z have a relationship similar to the aforementioned relationship between train X and train Y. In addition, during a time when train Z runs from station D to station C, train Z and train Y have a relationship similar to the aforementioned relationship between train X and train Y. The operation in the example ofcan provide a higher train density in the shuttle operation section than the operation in the example of, and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the operation in the example of.

3 c FIG.() 3 c FIG.() 3 b FIG.() 3 c FIG.() 3 c FIG.() 3 a FIG.() 3 a FIG.() 3 b FIG.() illustrates an example in which two traveling sections are set in the shuttle operation section. In, train X operates in shuttle operation between stations A and C, and train Y operates in shuttle operation between stations B and D. That is, the traveling section of train X and the traveling section of train Y overlap each other in the section between stations B and C. Train X and train Y have a relationship similar to the relationship in the case ofalso in this case, but the travel directions of the trains also have significance in the case of. For example, when train X is stopping at station A and train Y is running between stations B and C, train Y running toward station B will thereafter stop at station B, and therefore, train X does not reserve a route to station B but waits for a condition suitable for departure. In contrast, when train X is stopping at station A and train Y is running between stations B and C, train Y running toward station C will thereafter stop at station C, and therefore, train X can reserve a route to station B and depart. The operation in the example ofcan provide a higher train density in the shuttle operation section than the operation in the example of, and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the operation in the example ofbut to a degree less than that provided in the example of.

1 1 1 3 b FIG.() 3 FIG. As described above, the train whose operation is managed by the train operation management systemcan reserve a route up to a desired station and operate in shuttle operation over an assigned traveling section by understanding the location of another train in the shuttle operation section. As illustrated in, the train operation management systemcan have a total number of trains assigned to the respective traveling sections in the shuttle operation section up to a maximum value that is the value obtained by subtracting 1 from the number of stations included in the shuttle operation section, which is, in this example, 4−1=3. Note that the examples ofassume that one track is unusable and only the other track is usable in an originally double-track section, but the applicable situation is not limited thereto. The train operation management systemis capable of providing similar control using only one track in a four-track section.

4 FIG. 1 1 11 101 12 102 102 1 101 11 102 12 13 is a flowchart illustrating an operation of the train operation management systemaccording to the first embodiment. In the train operation management system, the timetable-based operation control unitperforms train operation control with an ordinary timetable-based operation based on a timetable that presents station arrival-departure times of a train (step S). The operational disruption detection unitdetermines whether the train operation has been disrupted on the basis of a deviation of an actual station arrival-departure time of the train from a station arrival-departure time presented in the timetable that presents station arrival-departure times of the train (step S). When the train operation has not been disrupted (step S: No), the train operation management systemcauses the process to return to step S, and causes the timetable-based operation control unitto perform train operation control with the ordinary timetable-based operation. When the train operation has been disrupted (step S: Yes), the operational disruption detection unitinforms the action method determination unitthat the train operation has been disrupted.

13 103 13 14 14 11 104 1 101 102 103 104 12 102 13 103 1 When the action method determination unitdetermines to respond to this situation by rescheduling (step S: Yes), the action method determination unitinstructs the rescheduling instruction unitto perform rescheduling. The rescheduling instruction unitmodifies the timetable, and specifies information of station arrival-departure times of the train based on a modified timetable, to the timetable-based operation control unit, to thereby perform rescheduling (step S). While performing rescheduling, the train operation management systemrepeats the operation of step S, the determination of Yes at step S, the determination of Yes at step S, and the operation of step Sas described above. When the operational disruption detection unitdetermines that the train operation has not been disrupted (step S: No) or when the action method determination unitdetermines to respond to this situation by shuttle operation (step S: No), the train operation management systemterminates rescheduling.

13 103 13 15 15 105 16 106 17 107 18 108 18 17 17 107 18 108 18 19 19 109 When the action method determination unitdetermines to respond to this situation by shuttle operation (step S: No), the action method determination unitinstructs the shuttle operation instruction unitto provide a shuttle operation. The shuttle operation instruction unitdetermines a traveling section to be used in the shuttle operation, and assigns a train to run in this traveling section to the traveling section (step S). The shuttle operation start unitruns each train to a predetermined boundary station of the traveling section to get ready to start a shuttle operation (step S). The shuttle operation control unitcontrols the shuttle operation of the train under control thereof (step S). When the shuttle operation evaluation unitdetermines to continue the shuttle operation (step S: Yes), the shuttle operation evaluation unitinforms the shuttle operation control unitthat the shuttle operation will be continued to thereby cause the shuttle operation control unitto continue the shuttle operation of the train (step S). When the shuttle operation evaluation unitdetermines to terminate the shuttle operation (step S: No), the shuttle operation evaluation unitinforms the shuttle operation termination unitthat the shuttle operation will be terminated. The shuttle operation termination unitruns each train to the station defined in the timetable to get ready to restart the timetable-based operation (step S).

1 Note that the train operation management systemis capable of switching a train operation amid a train operation disruption from rescheduling to shuttle operation and from shuttle operation to rescheduling.

1 1 15 201 16 202 5 FIG. An operation of control of the shuttle operation provided by the train operation management systemwill next be described in detail.is a flowchart illustrating detail of control of the shuttle operation provided by the train operation management systemaccording to the first embodiment. The shuttle operation instruction unitdetermines a traveling section to be used in the shuttle operation, and assigns a train to run in this traveling section to the traveling section (step S). The shuttle operation start unitruns each train to a predetermined boundary station of the traveling section (step S).

16 17 203 17 204 17 When the shuttle operation start unithas provided control to make a shuttle operation ready to start, the shuttle operation control unitreserves a route to allow a train to run in the traveling section upon request from that train (step S). Examples of the route include a section from the station where a particular train is stopping up to the next station in the travel direction, a section from the station where a particular train is stopping up to a point before the next station in the travel direction, and a section from a point before the station where a particular train is stopping up to the next station in the travel direction, of the traveling section. The shuttle operation control unitcauses a train for which a route has been successfully reserved to run the route (step S). Note that the shuttle operation control unitdoes not cause a train for which no route has been reserved to run.

205 17 206 17 17 203 206 18 3 b FIG.() 3 c FIG.() When the train arrives at a station (step S), the shuttle operation control unitmakes a determination about turning back of the train (step S). For example, when train X illustrated inarrives at station B, train X turns back and changes the travel direction to a direction toward station A because station B is a boundary station of the assigned traveling section. In contrast, when train X illustrated inarrives at station B, train X can run to station C located at a boundary of the assigned traveling section, without turning back, as long as the location of train Y does not matter. Thus, even upon arrival at a same station, the train turns back in one case, and does not turn back in another case, depending on the assigned traveling section. The shuttle operation control unittherefore makes a determination about turning back of the train each time the train arrives at a station. The shuttle operation control unitrepeats the operations of steps Sto Sduring a time period when the shuttle operation evaluation unitdetermines to continue the shuttle operation.

1 1 11 12 13 14 15 16 17 18 19 A hardware configuration of the train operation management systemaccording to the first embodiment will next be described. In the train operation management system, the timetable-based operation control unit, the operational disruption detection unit, the action method determination unit, the rescheduling instruction unit, the shuttle operation instruction unit, the shuttle operation start unit, the shuttle operation control unit, the shuttle operation evaluation unit, and the shuttle operation termination unitare implemented in a processing circuitry. The processing circuitry may be a combination of a memory that stores a program and a processor that executes a program stored in the memory, or a dedicated hardware element. The processing circuitry is also called a control circuit.

6 FIG. 6 FIG. 90 1 91 92 90 91 92 90 91 92 90 92 90 91 92 90 92 1 1 90 is a diagram illustrating an example of configuration of a processing circuitryof the train operation management systemaccording to the first embodiment when the processing circuitry is implemented by a processorand a memory. The processing circuitryillustrated inis a control circuit, and includes the processorand the memory. When the processing circuitryincludes the processorand the memory, each functionality of the processing circuitryis implemented in software, firmware, or a combination of software and firmware. The software or firmware is described in the form of a program, and is stored in the memory. The processing circuitryimplements each functionality in such a manner that the processorreads and executes a program stored in the memory. That is, the processing circuitryincludes the memoryfor storing a program that causes processing of the train operation management systemto be performed. It can also be said that this program is a program for causing the train operation management systemto perform each functionality to be implemented in the processing circuitry. This program may be provided using a storage medium storing the program or using another means such as a communication medium.

1 12 12 13 15 16 17 18 18 19 The foregoing program can be said to be a program that causes the train operation management systemto perform an operational disruption detection step, in which the operational disruption detection unitdetects a disruption in operation of a train on the basis of a deviation of an actual station arrival-departure time of the train from a station arrival-departure time presented in a timetable that presents the station arrival-departure time of the train; an action method determination step, in which when the operational disruption detection unithas detected a disruption in operation of the train, the action method determination unitdetermines whether to resolve the disruption in operation of the train by rescheduling through modification of the timetable, or by providing a shuttle operation, in which the train is operated to shuttle back and forth in a defined single-track section; a shuttle operation instruction step, in which when the disruption in operation of the train is to be resolved by providing the shuttle operation, the shuttle operation instruction unitdetermines at least one traveling section to be used in the shuttle operation for a shuttle operation section, which is a shuttle operation operational section, and assigns a train to run in the traveling section to the traveling section; a shuttle operation starting step, in which the shuttle operation start unitmoves the train assigned, to the traveling section; a shuttle operation control step, in which the shuttle operation control unitreserves, in the traveling section, a route along which the train is to run, and runs the train along the route reserved; a shuttle operation evaluation step, in which the shuttle operation evaluation unitdetermines appropriateness of continuing the shuttle operation; and a shuttle operation termination step, in which when the shuttle operation evaluation unithas determined to terminate the shuttle operation, the shuttle operation termination unitmoves the train that has been operated in the shuttle operation to a location where the train is operational according to the timetable.

91 92 In this respect, the processoris, for example, a central processing unit (CPU), a processing unit, a computing unit, a microprocessor, a microcomputer, a digital signal processor (DSP), or the like. In addition, the memoryis, for example, a non-volatile or volatile semiconductor memory such as a random access memory (RAM), a read-only memory (ROM), a flash memory, an erasable programmable ROM (EPROM), or an electrically erasable programmable ROM (EEPROM) (registered trademark); a magnetic disk, a flexible disk, an optical disk, a compact disc, a MiniDisc, a digital versatile disc (DVD), or the like.

7 FIG. 7 FIG. 93 1 93 93 93 is a diagram illustrating an example of configuration of a processing circuitryof the train operation management systemaccording to the first embodiment when the processing circuitry is implemented in a dedicated hardware element. The processing circuitryillustrated inis, for example, a single circuit, a set of multiple circuits, a programmed processor, a parallel programmed processor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or a combination thereof. The processing circuitrymay be implemented partially in a dedicated hardware element and partially in software or firmware. As described above, the processing circuitrycan provide each functionality described above by a dedicated hardware element, software, firmware, or a combination thereof.

1 1 1 As described above, according to the present embodiment, the train operation management systemdetermines, upon detection of a train operation disruption, whether to perform rescheduling or to provide a shuttle operation to resolve the train operation disruption. When rescheduling is to be performed, the train operation management systemmodifies the timetable to resolve the train operation disruption. When a shuttle operation is to be provided, the train operation management systemsets one or more traveling sections in a shuttle operation section, in which the shuttle operation is to be provided, and assigns a train to each of the one or more traveling sections. The train assigned to each of the one or more traveling sections operates in shuttle operation in the applicable traveling section. In this operation, each train understands the location of another train, and starts running after reserving a route.

1 1 1 Accordingly to this, in cases such as when a train accident or the like has resulted in an out-of-service section, thereby preventing the use of the track as usual, and when the number of users has temporarily increased in a specific section due to an event held near the railroad route, the train operation management systemautomatically determines, upon detection of a train operation disruption, an optimum method, that is, whether to perform rescheduling or to provide a shuttle operation. The train operation management systemperforms the train operation using the selected method, and can thereby maintain passenger transport capacity using a track in an operable section, or temporarily increase transport capacity in a specific section. The train operation management systemcan precisely determine the action to take when the train operation has been disrupted, and can also control the train operation through a shuttle operation without receiving an instruction from the commander when a shuttle operation is to be provided as the action to take on the train operation disruption.

1 1 Note that it is assumed here that the train operation management systemautomatically determines whether to perform rescheduling or to provide a shuttle operation as described above upon a sudden emergence of a cause such as a train accident or an event held as described above, but the application is not limited thereto. The train operation management systemcan keep the train operation by performing the foregoing control even in a case of a halt of on-schedule train operation known in advance, such as, for example, planned construction.

1 1 The first embodiment has been described with respect to a case where the train operation management systemsets a shuttle operation section that forms a closed system. A second embodiment will be described with respect to a case where the train operation management systemsets a shuttle operation section that forms an open system.

1 1 1 FIG. In the second embodiment, the train operation management systemis configured the same as the train operation management systemin the first embodiment illustrated in.

8 FIG. 8 8 a d FIG.() to() 8 8 a d FIG.() to() 8 8 a d FIG.() to() 8 8 a d FIGS.() to() 8 8 a d FIG.() to() 1 15 A shuttle operation section and traveling sections assumed in the second embodiment will next be described.is a diagram illustrating examples of the shuttle operation section and the traveling sections when train operation is controlled through a shuttle operation assumed in the train operation management systemaccording to the second embodiment.each illustrate a situation in which a train accident or the like has made the lower one (as viewed in the figure) of the tracks unusable, thereby causing trains to be operated using only the upper one (as viewed in the figure) of the tracks in a section from station A via stations B and C to station D, which is originally a double-track section. In addition,each illustrate an example of shuttle operation section forming an open system.correspond to the operation patterns described above. Note that the shuttle operation section and the traveling sections illustrated inare by way of example, and are not limiting. In the case of a shuttle operation section forming an open system, the shuttle operation instruction unitis also capable of setting, as sections in which a shuttle operation is to be provided, a shuttle operation section and a traveling section other than the shuttle operation section and the traveling sections illustrated in.

8 a FIG.() 8 a FIG.() 8 a FIG.() 8 a FIG.() 8 a FIG.() 3 b FIG.() 15 15 17 17 illustrates an example in which the shuttle operation section has one open boundary as an example of the shuttle operation section forming an open system. In, when train X arrives at station A, train X does not enter the shuttle operation section, but turns back, due to a determination made by the shuttle operation instruction unit, to thereby run to return leftward as viewed in. In, when train Y arrives at station D from the right side as viewed in, train Y enters the shuttle operation section due to a determination made by the shuttle operation instruction unit, and runs from station D, stops at stations C and B, and arrives at station A. When train Y arrives at station A, train Y does not exit from the shuttle operation section, but turns back, due to a determination made by the shuttle operation control unit, and runs from station A, stops at stations B and C, and arrives at station D. When train Y arrives at station D, train Y exits from the shuttle operation section due to a determination made by the shuttle operation control unit. Train X and train Y are both allowed to stop at station A, and therefore compete with each other in reserving a route up to station A. In this respect, train X and train Y have a same relationship as the relationship of train X and train Y and the relationship of train Y and train Z illustrated inof the first embodiment.

8 a FIG.() 8 a FIG.() 8 a FIG.() 17 17 17 Note that when a subsequent train (not illustrated) is running after train Y toward station D from the right side as viewed inin the example of, the shuttle operation control unitmay control train Y to run up to station A and turn back at station A, and allow the subsequent train to enter the shuttle operation section but make the subsequent train turn back at station B or station C. With such control, the shuttle operation control unitcan provide a higher train density in the shuttle operation section than when a single train of train Y is caused to run back and forth in the shuttle operation section, and can thus improve the efficiency of operation, i.e., passenger transport efficiency. In addition, when a train other than train Y has already entered the shuttle operation section in addition to train Y, the shuttle operation control unitmay perform control to inhibit another train subsequently arrived at station D from the right side as viewed infrom entering the shuttle operation section.

8 b FIG.() 8 b FIG.() 8 a FIG.() 8 b FIG.() 8 a FIG.() 8 b FIG.() 8 b FIG.() 8 b FIG.() 8 b FIG.() 3 c FIG.() 8 b FIG.() 8 a FIG.() 8 a FIG.() 8 b FIG.() 3 c FIG.() 15 17 illustrates an example in which the shuttle operation section has two open boundaries as an example of the shuttle operation section forming an open System. The situation ofdiffers from the situation ofin that train X and train Y compete with each other in reserving a route toward a different station, which is station B instead of station A. In the example of, similarly to train Y in the case of, when train X arrives at station A from the left side as viewed in, train X enters the shuttle operation section due to a determination made by the shuttle operation instruction unit, and arrives at station B from station A. When train X arrives at station B, train X turns back, and arrives at station A from station B. When train X arrives at station A, train X exits from the shuttle operation section due to a determination made by the shuttle operation control unit. Train Y at station B inacts similarly to train X at station B indescribed above although the travel direction is different. Note that train X may be allowed to run up to station C in the shuttle operation section in the example of. In this case, train and train Y at stations B and C in the shuttle operation section have the same relationship as the relationship of train X and train Y at stations B and C in the shuttle operation section illustrated in. The example ofcan provide a higher train density in the shuttle operation section than the example of, and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the example of. Note that although detailed description will be omitted, the traveling section of train X and the traveling section of train Y can be partly overlap each other in the example ofas illustrated in the example of.

8 c FIG.() 8 c FIG.() 8 b FIG.() 8 c FIG.() 8 8 a b FIGS.() and() 8 c FIG.() 3 b FIG.() 8 c FIG.() 3 b FIG.() 8 c FIG.() 8 b FIG.() 8 b FIG.() illustrates an example in which the shuttle operation section has two open boundaries as an example of the shuttle operation section forming an open system. In, train X at station A acts similarly to train X at station A indescribed above. In addition, in, train Z at station D acts similarly to train Y at station D indescribed above. Moreover, in, trains X and Y at station B act similarly to trains X and Y at station B indescribed above. Furthermore, in, trains Y and Z at station C act similarly to trains Y and Z at station C indescribed above. The example ofcan provide a higher train density in the shuttle operation section than the example of, and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the example of.

8 d FIG.() 8 d FIG.() 8 d FIG.() 8 d FIG.() 8 d FIG.() 8 d FIG.() 8 a FIG.() 8 d FIG.() 8 b FIG.() 8 d FIG.() 3 d FIG.() illustrates an example in which the shuttle operation section has one open boundary as an example of the shuttle operation section forming an open system. In, train Z acts similarly to train Z indescribed above. In, train Y at station C acts similarly to train Y at station C indescribed above. In addition, in, train Y at stations A and B acts similarly to train Y at stations A and B indescribed above. The example ofcan be expected to provide an efficiency of operation, i.e., passenger transport efficiency, comparable to that ofin the shuttle operation section. Note that although detailed description will be omitted, the traveling section of train Y and the traveling section of train Z can be partly overlap each other in the example ofas illustrated in the example of.

1 1 1 1 15 301 15 301 15 301 201 205 201 205 4 FIG. 9 FIG. 8 a FIG.() 8 a FIG.() 8 a FIG.() 5 FIG. In the second embodiment, the train operation management systemgenerally operates the same as the train operation management systemas illustrated in the flowchart ofof the first embodiment. An operation of control of the shuttle operation provided by the train operation management systemwill next be described in detail.is a flowchart illustrating detail of control of the shuttle operation provided by the train operation management systemaccording to the second embodiment. The shuttle operation instruction unitdetermines whether to allow a train being stopping at a boundary station of the shuttle operation section to run in the shuttle operation section (step S). In a case, for example, of train X being stopping at station A in, the shuttle operation instruction unitdetermines to not allow the train to run in the shuttle operation section (step S: No). This prevents train X from entering the shuttle operation section. In a case, for example, of train Y having run from the right side as viewed inand now being stopping at station D in, the shuttle operation instruction unitdetermines to allow the train to run in the shuttle operation section (step S: Yes). This causes train Y to enter the shuttle operation section. The operations at steps from Sto Sare the same as the operations at steps from Sto Sof the flowchart of the first embodiment illustrated in.

205 302 17 206 206 206 5 FIG. When the train arrives at a station (step S), and the station of arrival is not a boundary station of the shuttle operation section (step S: No), the shuttle operation control unitmakes a determination about turning back of the train (step S). The operation at step Sis the same as the operation at step Sof the flowchart of the first embodiment illustrated in.

205 302 17 17 303 17 206 17 303 8 a FIG.() 8 a FIG.() When the train arrives at a station (step S), and the station of arrival is a boundary station of the shuttle operation section (step S: Yes), the shuttle operation control unitdetermines whether to allow the train to run to exit from the shuttle operation section. In a case, for example, of train Y arriving at station A from station B in, the shuttle operation control unitdetermines that the train is not to exit from the shuttle operation section (step S: No). This prevents train Y from exiting from the shuttle operation section, and the shuttle operation control unitaccordingly makes a determination about turning back of the train (step S). In a case, for example, train Y arriving at station D from station C in, the shuttle operation control unitdetermines that the train is to exit from the shuttle operation section (step S: Yes). This causes train Y to exit from the shuttle operation section.

206 17 Note that, in making the determination about turning back (step S), the shuttle operation control unitcan also perform control to cause the train to turn back at a location before the originally defined boundary of the traveling section to avoid a deadlock.

15 17 As described above, when a train can enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, which is a shuttle operation operational section, the shuttle operation instruction unitdetermines whether to allow a train present at a boundary station through which the train can enter the shuttle operation section to enter the shuttle operation section. In addition, when a train can exit from the shuttle operation section to outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section, which is a shuttle operation operational section, the shuttle operation control unitdetermines whether to cause a train present at a boundary through which the train can exit to outside the shuttle operation section to exit to outside the shuttle operation section.

1 As described above, according to the present embodiment, the train operation management systemcan provide a similar advantageous effect by performing control similar to the control of the first embodiment even when a train can enter the shuttle operation section from outside the shuttle operation section at one or both of the boundaries at both ends of the shuttle operation section.

The configurations described in the foregoing embodiments are merely examples. These configurations may be combined with another known technology, and configurations of different embodiments may be combined together. Moreover, such configurations may be partly omitted and/or modified without departing from the gist.

1 2 3 11 12 13 14 15 16 17 18 19 90 93 91 92 train operation management system;timetable-based operation control device;shuttle operation control device;timetable-based operation control unit;operational disruption detection unit;action method determination unit;rescheduling instruction unit;shuttle operation instruction unit;shuttle operation start unit;shuttle operation control unit;shuttle operation evaluation unit;shuttle operation termination unit;,processing circuitry;processor;memory.