GB2537434A

GB2537434A - Train schedule restoration system and train operation management method

Info

Publication number: GB2537434A
Application number: GB1511769.0A
Authority: GB
Inventors: Takeda Rie
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2014-09-22
Filing date: 2014-09-22
Publication date: 2016-10-19
Also published as: JP6276866B2; WO2016046874A1; GB201511769D0; JPWO2016046874A1

Abstract

Upon the input, to an input unit, of operation coordination information calling for a first operation coordination for a train, a train schedule modification finalization unit modifies a train schedule on the basis of the operation coordination information, and an inconsistency detection determination unit determines whether there is inconsistency between the modified train schedule and a utilization coordination plan. If there is inconsistency, a utilization coordination finalization unit drafts, on the basis of the modified train schedule, a first utilization coordination for coordinating the utilization of a resource, and a train schedule influence determination unit determines whether the first utilization coordination will influence the train schedule. If the first operation coordination will influence the train schedule, a train schedule reflection unit reflects the influence in the train schedule or issues a warning.

Description

DESCREPTION

Title of the Invention: TRAIN TIMETABLE RESTORATION SYSTEM AND TRAIN OPERATION MANAGEMENT METHOD

Technical Field

[0001] The present invention relates to, in a railway field, a technology for proposing or implementing a change In a train timetable in the case where operation of a train is disturbed.

Background Art

[0002] Appropriate operation of trains is achieved by completely preparing a train timetable for managing operation of trains, crew scheduling for assigning work on the trains to crews, and vehicle scheduling for securing vehicles for the respective trains.

[0003] In the case where operation of a train is disturbed, a train timetable is changed by driving arrangement in some cases. In that case, scheduling arrangement of crews and scheduling arrangement of vehicles are implemented based on the changed train timetable (see PTL 1).

Citation List Patent Literature [0004] PTL 1: JP-A-2013-35502

Summary of Invention

Technical Problems [0005] Generally, in the case where operation of a train is disturbed, scheduling arrangement of crews and vehicles is implemented within a limited time after a train timetable is determined. In the scheduling arrangement of the crews and vehicles, determination on, for example, which crew-works and which vehicle is used for each train in a changed train timetable is performed and is put into practice.

[0006] However, in some cases, there is some inconsistency between the changed train timetable and the scheduling arrangement of the crews and vehicles devised and implemented in response to the changed train timetable, and therefore it is difficult to quickly and appropriately schedule the crews or vehicles in accordance with the scheduling arrangement of the crews and vehicles. As an example of the inconsistency between the train timetable and the scheduling arrangement, there is a case where a crew who is assigned to work on a certain train cannot get on the train before a predetermined time due to a schedule therebefore. There is another case where a train cannot depart at a predetermined departure time because movement of a crew, work for diverting a vehicle, and the like require time.

[0007] As described above, operation of the train is delayed in some cases due to the inconsistency between the changed train timetable and the scheduling arrangement. As a result, a departure of the train is delayed with respect to a departure time announced to passengers, which bothers the passengers. [0008] In the case where operation of the train is delayed with respect to the changed train timetable, a director notices that the train cannot be operated in accordance with the train timetable after the train has been actually delayed. This increases time to return (restore) the delayed train timetable to a normal train timetable.

[0009] An object of the invention is to provide a technology capable of changing a train timetable so that generation of a delay of a train caused by scheduling of a crew, a vehicle, and the like is reduced.

Solution to Problems [0010] A train timetable restoration system according to an embodiment of the invention which, in the case where operation of a train is disturbed, determines a change in a train timetable and scheduling of a resource needed to operate the train, includes: an input unit for receiving driving arrangement of the train; a train timetable change settlement unit for changing the train timetable; an inconsistency detection determination unit for detecting inconsistency between the train timetable and a scheduling arrangement scheme; a scheduling arrangement settlement unit for devising scheduling arrangement of the resource; a train timetable influence determination unit for determining whether or not the devised scheduling arrangement influences the train timetable; and a train timetable reflection unit for changing the train timetable in the case where the scheduling arrangement influences the train timetable, wherein, in the case where driving arrangement information instructing first driving arrangement of the train is inputted to the input unit, the train timetable change settlement unit changes the train timetable on the basis of the driving arrangement information, and the inconsistency detection determination unit determines whether or not there is inconsistency between the changed train timetable and the scheduling arrangement scheme, and, in the case where there is the inconsistency, the scheduling arrangement settlement unit devises first scheduling arrangement for arranging the scheduling of the resource on the basis of the changed train timetable, and the train timetable influence determination unit determines whether or not the first scheduling arrangement influences the train timetable, and, in the case where the first scheduling arrangement influences the train timetable, the train timetable reflection unit reflects the influence in the train timetable or issues warning of the influence.

Advantageous Effects of Invention [0011] According to the invention, in the case where there is some inconsistency between a train timetable based on inputted driving arrangement and scheduling of a resource such as a crew and a vehicle based on scheduling arrangement, a first scheduling arrangement is devised, and, in the case where the first scheduling arrangement influences the train timetable, the influence is reflected in the train timetable or warning of the influence is issued. This makes it possible to change the train timetable so that generation of a delay of a train caused by scheduling of a crew, a vehicle, and the like is reduced.

Brief Description of Drawings

[0012] [Fig. 1] Fig. 1 is a block diagram showing a configuration of a train timetable restoration system according to Example 1.

[Fig. 2] Fig. 2 is a flowchart in which a transport trouble is generated, driving arrangement is inputted from a train operation management system 102, and a train timetable and a predicted train timetable are transmitted to a scheduling arrangement system 101.

[Fig. 3] Fig. 3 is a flowchart in which the scheduling arrangement system 101 receives train timetables from the train operation management system 102 and transmits a driving arrangement plan to the train operation management system 102.

[Fig. 4] Fig. 4 is a flowchart in which the train operation management system 102 receives a plan or candidate of driving arrangement (driving arrangement plan) and displays the plan or candidate on a screen.

[Fig. 5] Fig. 5 shows a display example of a predicted train timetable by the train operation management system 102.

[Fig. 6] Fig. 6 shows a display example of a predicted train timetable by the train operation management system 102 to which driving arrangement has been inputted.

[Fig. 7] Fig. 7 is a display example of a predicted train timetable to which scheduling arrangement Inputted to the scheduling arrangement system 101 is applied.

[Fig. 8] Fig. 8 shows a display example of a predicted train timetable in which, in the case where scheduling arrangement influences a train timetable, the train timetable is modified to eliminate the influence.

[Fig. 9] Fig. 9 shows a display example of a Predicted train timetable in which a platform from which a train departs is changed so that a crew easily moves to the train.

[Fig. 10] Fig. 10 shows a display example of a predicted train timetable in which a type of a train is changed to facilitate scheduling arrangement of crews.

[Fig. 11] Fig. 11 shows a display example where train lines of a plurality of driving arrangement plans are displayed on a screen.

[Fig. 12] Fig. 12 is a flowchart showing another operation example of a train timetable restoration system according to Example 1.

[Fig. 13] Fig. 13 is a flowchart showing still another operation example of a train timetable restoration system according to Example 1.

[Fig. 14] Fig. 14 is a block diagram showing a configuration of a train timetable restoration system according to Example 2.

[Fig. 151 Fig. 15 is a flowchart in which a transport trouble is generated, driving arrangement is inputted from the train operation management system 102, and a train timetable and a predicted train timetable are transmitted to the scheduling arrangement system 101 in Example 2.

[Fig. 16] Fig. 16 is a flowchart in which a driving arrangement plan is transmioted to the train operation management system 102 on the basis of the predicted train timetable in Example 2.

Description of Embodiments

[0013] Embodiments of the invention will be described with reference to drawings.

Example 1

[0014] Fig. 1 is a block diagram showing a configuration of a train timetable restoration system according to Example 1. [0015] With reference to Fig. 1, a train timetable restoration system 100 includes a scheduling arrangement system 101 and a train operation management system 102, and those two systems are communicably connected to each other via a network 103. [0016] The scheduling arrangement system 101 includes a communication transmission reception unit 111, a train timetable change reception uniu_ 112, a scheduling information storage unit 119, an inconsistency detection determination unit 113, an input interface 114, a scheduling arrangement input unit 115, a scheduling arrangement settlement display unit 116, a train timetable influence determination unit 117, a driving arrangement proposal unit 118, and a scheduling information storage unit 119.

[0017] The communication transmission reception unit 111 is a communication unit for transmitting and receiving information to/from the train operation management system 102.

[0018] The train timetable change reception unit 112 receives only information on a predicted train timetable or the information on the predicted train timetable together with information on a train timetable and information on changes thereof from the train operation management system 102 via the communication transmission reception unit 111.

[0019] The scheduling information storage unit 119 holds scheduling information indicating a scheduling scheme which is applied at present regarding crews and vehicles. Hereinafter, a person and an object needed to operate a train, such as a crew and a vehicle, are also referred to as a resource. The scheduling herein means forming and implementing which resource is allocated to which train.

[0020] The inconsistency detection determination unit 113 determines whether or not inconsistency is generated, in accordance with a change in a train timetable, between the train timetable and scheduling of crews and vehicles indicated by the scheduling information of the scheduling information storage unit 119.

[0021] The input interface 114 is an input unit for receiving input of information from a director who manipulates the scheduling arrangement system 101. Hereinafter, the director is also referred to as a user.

[0022] The scheduling arrangement input unit 115 receives input of scheduling arrangement from The director. In the case where scheduling of crews and trains is inappropriate for a change in a train timetable, the director inputs scheduling arrangement.

[0023] The scheduling arrangement settlement display unit 116 displays information on scheduling arrangement of crews or vehicles on a screen. For example, content of scheduling arrangement inputted by the director or a generated candidate of scheduling arrangement is displayed on the screen. The scheduling arrangement means changing scheduling of crews or vehicles. For example, in the case where there is inconsistency between a train timetable and an operation scheme, scheduling arrangement is performed to remove the inconsistency.

[0024] The train timetable influence determination unit 117 determines whether or not scheduling arrangement inputted to the scheduling arrangement system 101 or a generated candidate of scheduling arrangement influences a train timetable. A typical influence of the scheduling arrangement upon the train timetable is a delay of a train.

[0025] The driving arrangement proposal unit 118 transmits information on an alternative plan of driving arrangement to the train operation management system 102 and proposes the driving arrangement to the director in the case where a candidate of scheduling arrangement of crews or vehicles influences a train timetable. A plurality of alternative plans of driving arrangement may be proposed. The alternative plans of driving arrangement are, for example, an alternative plan which proposes changing a train timetable without changing scheduling of crews and trains and an alternative plan which proposes removing inconsistency by adding a new crew or train. Further, for example, the plurality of alternative plans of driving arrangement may be proposed together with evaluation information indicating evaluations of the respective alternative plans. Theevaluationinformationis, for example, information indicating, asascore, a delay of a train generated with respect to a train timetable.

[0026] The train operation management system 102 includes a communication transmission reception unit 120, a train timetable alternative plan screen output unit 121, an input interface 123, a driving arrangement input unit 124, a train timetable change settlement unit 125, a train timetable screen display unit 126, a predicted train timetable calculation unit 127, a predicted train timetable display unit 128, and a train timetable communication unit 129.

[0027] The communication transmission reception unit 120 is a communication unit for transmitting and receiving information to/from the scheduling arrangement system 101.

[0028] The train timetable alternative plan screen output unit 121 displays, on the screen, an alternative plan of driving arrangement received from the scheduling arrangement system 101 via the communication transmission reception unit 120 and encourages, for example, the director to select the alternative plan.

[0029] The input interface 123 receives input of information from the director. The director inputs, for example, information on driving arrangement for changing a train timetable via the input interface 123.

[0030] The driving arrangement input unit 124 receives information on driving arrangement from the userviathe input interface 123. The driving arrangement means a change in a driving scheme performed to return operation of a train to normal driving in the case where a train timetable is disorganized.

[0031] The train timetable change settlement unit 125 reflects driving arrangement to change a train timetable.

[0032] The train timetable screen display unit 126 displays a train timetable on the screen. For example, the train timetable changed in the train timetable change settlement unit 125 is displayed on the screen by the train timetable screen display unit 126.

[0033] The predicted train timetable calculation unit 127 predicts a future train timetable on the basis of a train timetable and a present operation situation of trains. A train timetable predicted based on a train timetable and a train operation situation (train existence situation) is referred to as a predicted train timetable. Note that, although presence or absence of inconsistency is determined based on a predicted train timetable in this example as described above, the presence or absence of the inconsistency may be determined based on a train timetable.

[0034] The predicted train timetable display unit 128 displays a predicted train timetable on the screen.

[0035] The train timetable communication unit 129 transmits a predicted train timetable to the scheduling arrangement system 101. At this time, the train timetable communication unit 129 may transmit a train timetable for use in prediction of the predicted train timetable together with the predicted train timetable.

[0036] Although not shown, generally, the train operation management system is connected to a station system provided in each station via a network. The station system includes: on-site equipment including a traffic signal for performing a routecontrolofa train in a control area, a railroad switch, and a track circuit for detecting a train position and the like; an interlocking device for transmitting a driving instruction to the on-site equipment; a route control device for transmitting a route control instruction to the interlocking device in order to perform the route control of the train in the control area on the basis of information on an operation timetable received from the train operation management system (central system); and a station system terminal for displaying a present train position on the basis of the on-site equipment and the route control device to enable implementation of driving arrangement.

[0037] Figs. 2 to 3 are flowcharts showing operation of the train timetable restoration system according to Example 1. Fig. 2 is a flowchart in which a transport trouble is generated, driving arrangement is inputted from the train operation management system 102, and a train timetable and a predicted train timetable are transmitted to the scheduling arrangement system 101. Fig. 3 is a flowchart in which the scheduling arrangement system 101 receives train timetables from the train operation management system 102 and transmits a driving arrangement plan to the train operation management system 102. Fig. 4 is a flowchart in which the train operation management system 102 receives a plan or candidate of driving arrangement (driving arrangement plan) and displays the plan or candidate on the screen.

[0038] As shown in Fig. 2, when the transport trouble is generated, a user (director) who has checked a present train on the basis of the on-site equipment and the route control device of the station system (not shown) inputs driving arrangement such as suspension of train operation or cancellation of a train via the input interface 123 of the train operation management system 132 (Step 5302).

[0039] The driving arrangement input unit 124 receives the driving arrangement from the user via the input interface 123 (Step S303). The train timetable change settlement unit 125 reflects the received driving arrangement in a train timetable to change the train timetable (Step S304). The train timetable screen display unit 126 displays the changed train timetable on the screen (Step 5305).

[0040] The predicted train timetable calculation unit 127 predicts a predicted train timetable on the basis of the changed train timetable and a present train operation situation (Step S306). For example, in the case where a certain train is delayed in the present train operation situation, it is predicted that subsequent trains which use the same platform will be delayed with respect to the train timetable. A train timetable predicted as described above is the predicted train timetable.

[0041] The predicted train timetable display unit 128 displays the predicted train timetable on the screen (Step 5307). The train timetable communication unit 129 transmits information on the train timetable and the predicted train timetable to the scheduling arrangement system 101 (Step S308).

[0042] With reference to Fig. 3, in the scheduling arrangement system 101, the train timetable change reception unit 112 receives the information on the changed train timetable and the predicted train timetable based on the train timetable from the train operation managemenT. system 102 (Step S401). The inconsistency detection determination unit 113 calculates whether or not inconsistency is generated, in accordance with the change in the train timetable, between scheduling information indicating scheduling of crews or vehicles, which is a present scheduling scheme of crews or vehicles and is stored in the scheduling information storage unit 119, and the predicted train timetable (Step S402) and determines whether or not the inconsistency is generated (Step S403).

[0043] In the case where generation of the inconsistency is detected, the inconsistency detection determination unit 113 displays a part where the inconsistency is generated and content of the inconsistency on the screen. Aperson in charge of scheduling arrangement who has seen the display on the screen inputs, via the input interface 114, scheduling arrangement such as a change in a course of a train and a change in a crew who works on the train.

[0044] The scheduling arrangement input unit 115 receives the scheduling arrangement from the person in charge of scheduling arrangement via the input interface 114 (Step S404). In responsetotheschedulingarrangementreceivedfromtheperson in charge of scheduling arrangement, the scheduling arrangement settlement display unit 116 updates the information in the scheduling informationstorageunit 119 and updates the display on the screen (Step S405). The train timetable influence determination unit 117 determines whether or not the scheduling arrangement influences the train timetable (Step 5406).

[0045] In the case where the scheduling arrangement does not influence the train timetable, it is only necessary to apply the scheduling arrangement, and therefore processing is terminated at that stage. On the contrary, in the case where the scheduling arrangement influences the train timetable, the driving arrangement proposal unit 118 calculates a plurality of driving arrangement plans in which a plurality of scheduling arrangement plans including the inputted scheduling arrangement are reflected in the train timetable (Step S407) and transmits the plurality of driving arrangement plans to the train operation management system 102 (Step 5408). [0046] With reference to Fig. 4, in the train operation management system 102, the train timetable alternative plan screen output unit 121 receives such a plurality of proposals of driving arrangement from the scheduling arrangement system 101 (Step 3501) and displays the plurality of driving arrangement plans on the screen (Step S502). With this, the plurality of driving arrangement plans are proposed to the user, and therefore the user can see the plurality of driving arrangement plans to select one of the driving arrangement plans.

[0047] Figs. 5 to 8 are drawings for describing an operation example of the train timetable restoration system according to Example 1. Hereinafter, an operation example of the train timetable restoration system 100 will be described with screen display examples of the train operation management system 102 and the scheduling arrangement system 101.

[0048] Fig. 5 shows a display example of a predicted train timetable by the train operation management system 102. A horizontal axis 701 indicates time and a vertical axis 702 indicates stations. Solid lines indicate a predicted train timetable 704. Train numbers 703 are applied to respective trains operated from a starting station to a terminal station in the same direction. For example, it is shown that a train of a train number 313 exists at 9:45 in the E station. Broken lines indicate courses through which crews move. An identification number 705 indicated in the vicinity of a routing line 706 with a broken line indicates an identification number of a crew or a number of a vehicle, and the routing line 706 indicates scheduling of the crew or vehicle indicated by the identification number 705. In an example of the crew, it is shown that a crew of an identification number a works while transferring from a train of a train number 1A to a train of a train number 15.

[0049] It is assumed that, in a state of Fig. 5, information on driving arrangement for cancelling the train of the train number 1A and a train of a train number 25 is inputted to the driving arrangement input unit 124 of the train operation management system 102. A predicted train timetable predicted by the predicted train timetable calculation unit 127 on the basis of a train timetable changed by the train timetable change settlement unit 125 on the basis of the inputted driving arrangement is transmitted to the scheduling arrangement system. 101 from the train timetable communication unit 129 from the train operation management system 102.

[0050] Fig. 6 shows a display example of the predicted train timetable by the train operation management system. 102 to which the driving arrangement has been inputted. Solid lines in Fig. 6 indicate a train timetable after the driving arrangement is inputted but before scheduling arrangement is reflected. Alternate long and short dashed lines indicate the train timetable before the driving arrangement is inputted. Broken lines indicate courses through which crews move.

[0051] This predicted train timetable is transmitted to the scheduling arrangement system 101. The crew a who is supposed to work on the train of the train number 1B in the state of Fig. 5 cannot work on the train of the train number 1B because the train of the train number 1A is cancelled and the crew-a does not exist in the A station. Therefore, inconsistency 710 is generated in the A station which is a starting station of the train of the train number 1B to which no crew is allocated. This inconsistency is detected by the inconsistency detection determination unit 113.

[0052] In view of this, it is assumed that, in the scheduling arrangement system 101, scheduling arrangement indicating that a new crew of an identification number h is allocated to the train of the train number 13 where the inconsistency is generated is inputted to the scheduling arrangement input unit 115. Fig. 7 is a display example of a predicted train timetable to which the scheduling arrangement inputted to the scheduling arrangement system 101 is applied. Solid lines in Fig. 7 indicate the train timetable before the scheduling arrangement is reflected. Broken lines are changed courses of crews. With reference to Fig. 7, the inconsistency is removed by applying the scheduling arrangement, and trains can be normally operated at a glance. However, in fact, the crew of the identification number h needs to transfer from a train on which the crew has worked before the train of the train number 1B to the train of the train number 13 by moving between platforms, and this move between the platforms cannot be performed before a departure time of the train of the train number 1B, and therefore the train of the train number 13 is delayed. Therefore, in the train timetable influence determination unit 117, it is found that the applied scheduling arrangement exerts an influence 720 upon the train timetable, which delays the train.

[0053] In view of this, in the case where the scheduling arrangement which influences the train timetable is applied, the driving arrangement proposal unit 118 generates a proposal of driving arrangement for modifying the train timetable so that the scheduling arrangement does not influence the train timetable and transmits information on the proposal of the driving arrangement to the train operation management system 102.

[0054] Fig. 8 shows a display example of a predicted train timetable in which, in the case where the scheduling arrangement influences the train timetable, the train timetable is modified to eliminate the influence. Solid lines in a graph of Fig. 8 indicate the train timetable before scheduling arrangement is reflected. Double lines indicate a train timetable after the scheduling arrangement is reflected.

Broken lines indicate courses of crews. Fig. 8 further shows a table 900 for managing driving arrangement in that case. A vertical item of the table shows the proposal of the driving arrangement, and horizontal items show, regarding the proposal of the driving arrangement, driving arrangement content 902, an influence point 903 which is obtained by converting an influence upon each train into points, and a total loss point 904 which indicates a sum total of influence points upon the respective trains. Herein, as an example, a delay of a train is converted into points. The table 900 of Fig. 8 shows a proposal 901 of the driving arrangement in which a result of the scheduling arrangement is reflected in the train timetable. [0055] In the example of Fig. 8, the crew of the identification number h needs 10 minutes for transfer, and therefore departure of the train of the train number 15 is delayed for 10 minutes. Because the departure of the train of the train number 1B is delayed, a train of a train number 3A cannot arrive at a platform of the A station, which is the same platform as that of the train of the train number 15, and therefore arrival of the train of the train number 3A is delayed for 5 minutes. In the case where those delays (unit "minute") are converted into points, the total loss point is 15 points which are a total point of influenced train numbers.

[0056] Note that the proposal of the driving arrangement shown in Fig. 8 is merely an example, and therefore the driving arrangement proposal unit 116 of the scheduling arrangement system 101 of this example can propose another driving arrangement. Another example of the driving arrangement proposed in Example 1 will be described with reference to Figs. 9 to 10.

[0057] Fig. 9 shows a display example of a predicted train timetable in which a platform from which a train departs is changed so that a crew easily moves to the train. Fig. 9 further shows a table for managing driving arrangement in that case. Solid lines in a graph of Fig. 9 indicate a train timetable before scheduling arrangement, which is a train timetable obtained in the case where driving arrangement of a proposal 1 described below is performed. Double lines indicate a train timetable after the scheduling arrangement is applied. Broken lines indicate changed courses of crews.

[0058] Fig. 9 shows an example of changing a platform to be used for the train of the train number 1B to shorten a time it takes for the crew of the identification number h to transfer between the trains (proposal 1). In the case where the driving arrangement plan 1 is implemented, scheduling arrangement of crews, trains, and the like can be implemented without changing the train timetable in Fig. 7 prepared by the train operation management system 102.

[0059] Fig. 10 shows a display example of a predicted train timetable in which a type of a train is changed to facilitate scheduling arrangement of crews. Fig. 10 further shows a table for managing driving arrangement in that case. Solid lines in a graph of Fig. 10 indicate a train timetable after the driving arrangement of the proposal 1 is applied but before the scheduling arrangement is performed. Double lines indicate a train timetable after the scheduling arrangement is performed. An alternate long and short dashed line indicates a train timetable after driving arrangement of a proposal 2 described below is further applied. Broken lines indicate changed courses of crews.

[0060] In the example of Fig. 10, in order to minimize an influence upon the train timetable after the driving arrangement, a crew of an identification number b who has worked on a train of a train number 2A is assigned to work on the train of the train number 1B. Herein, it is assumed that the train number 1B is originally a limited express train and the crew of the identification number b is qualified to work on a rapid train but is not qualified to work on a limited express train. In view of this, the example of Fig. 10 shows a proposal (proposal 2) which proposes that the vehicle of the train of the train number 1B is changed, the train of the train number 1B is changed to a rapid train, and the crew of the identification number b works on the rapid train.

[0061] Because the train of the train number 1B is changed from the limited express train to the rapid train, the train arrives at the F station after a delay of 5 minutes. This delay is a total loss point of 5 points. The crew of the identification number b continuously works on the train of the train number 2A and the train of the train number 1B, and therefore there is a possibility that the crew b cannot take a break therebetween. Therefore, a person in charge of scheduling arrangement of the scheduling arrangement system 101 can also specify priority of the proposal 2 in consideration of this circumstance. [0062] Figs. 8 to 10 show the examples where a single predicted train timetable based on a proposal of driving arrangement is displayed. However, it is also possible to simultaneously display predicted train timetables based on a plurality of proposals. Fig. 11 shows a display example where train lines of a plurality of driving arrangement plans are displayed on the screen. With reference to Fig. 11, the train lines based on the plurality of proposals of driving arrangement are displayed, and content and a total loss point for each of the proposals are shown.

[0063] Solid lines in a graph of Fig. 11 indicate a train timetable before scheduling arrangement is applied. Double lines indicate a train timetable after the scheduling arrangement is applied. A broken line indicates a train timetable obtained in the case where a driving arrangement plan 1 proposed by the scheduling arrangement system. 101 is applied. Alternate long and short dashed lines indicate a train timetable obtained in the case where a driving arrangement plan 2 proposed by the scheduling arrangement system. 101 is applied. Along dashed line indicates a train timetable obtained in the case where a driving arrangement plan 3 proposed by the scheduling arrangement system 101 is applied.

[0064] Fig. 11, as well as Figs. 8 to 10, further shows a table for managing driving arrangement. Vertical items of the table show the proposals of the driving arrangement, and horizontal items show, regarding the proposals of the driving arrangement, driving arrangement content, an influence point which is obtained by converting an influence upon each train into points, and a total loss point which indicates a sum total of influence points upon the respective trains. Herein, a delay of a train is converted into points in the same way as Figs. 8 to 10. Note that an influence point of a cancelled train (train A) is 100. [0065] By displaying the train lines based on the plurality of proposals of driving arrangement on the screen as described above, a user can compare the plurality of driving arrangement plans to thereby select the most appropriate proposal. For example, it is possible to easily select driving arrangement having the smallest loss. As a result, it is possible to implement early restoration of a train timetable including driving arrangement and scheduling arrangement.

[0066] As described in the above description, according to this example, in the train operation management system 102, in the case where driving arrangement information instructing driving arrangement of a train (referred to as "first driving arrangement") is inputted to the driving arrangement input unit 124, the train timetable change settlement unit 125 changes a train timetable on the basis of the driving arrangement information. The changed train timetable and a Predicted train timetable based on the changed train timetable are reported to the scheduling arrangement system 101.

[0067] In the scheduling arrangement system 101, the scheduling arrangement settlement display unit 116 devises scheduling arrangement (referred to as first scheduling arrangement) for arranging scheduling of a resource (the resource herein means, for example, a crew and a train) on the basis of the changed train timetable. The inconsistency detection determination unit 113 determines whether or not there is inconsistency between the changed train timetable and the devised first scheduling arrangement. In the case where there is the inconsistency, the scheduling arrangement settlement display unit 116 devises scheduling arrangement (referred to as second scheduling arrangement) in which an influence upon the train timetable is allowed and the Inconsistency is removed. The train timetable influence determination unit 117 determines whether or not the second scheduling arrangement influences the train timetable. In the case where the second scheduling arrangement influences the train timetable, the driving arrangement proposal unit 118 proposes, to the train operation management system 102, driving arrangement (referred to as second driving arrangement) which changes the train timetable so as to eliminate the influence of the second scheduling arrangement.

[0068] As described above, in Example 1, in the case where there is inconsistency between a train timetable based on inputted driving arrangement and scheduling of a resource such as a crew and a vehicle based on scheduling arrangement, driving arrangement in which the inconsistency is removed is proposed. This makes it possible to quickly and effectively change the train timetable so that generation of a delay of a train caused by scheduling of a crew, a vehicle, and the like is reduced. As a result, it is possible to announce an accurate estimated delay and accurate estimated resumption to passengers.

[0069] At that time, in the case where scheduling arrangement information on scheduling arrangement of the resource for removing the inconsistency is inputted to the scheduling arrangement input unit 115, the scheduling arrangement settlement display unit 116 devises second scheduling arrangement on the basis of the scheduling arrangement information. Because the second scheduling arrangement is devised based on the input of the scheduling arrangement information for removing the inconsistency, it is possible to change the train timetable so that the delay of the train is more reduced.

[0070] The driving arrangement proposal unit 118 presents a plurality of kinds of second driving arrangement together with evaluation information indicating evaluations of the respective kinds of second driving arrangement and train line information indicating train lines based on the second driving arrangement. Because such a plurality of second driving arrangement plans are presented together with the evaluation information and the train line information, it is possible to easily determine driving arrangement by selecting the second driving arrangement plan from the plurality of second driving arrangement plans on the basis of the evaluation information and the train line information.

[0071] The train timetable change settlement unit 125 may immediately settle application of the second driving arrangement proposed by the driving arrangement proposal unit 118 and a train timetable based on the second driving arrangement, without confirming such application with a user. Because the driving arrangement which influences the train timetable can be immediately applied, it is possible to reduce an influence upon operation of a train caused by a delay of driving arrangement.

[0072] In the case where, in a changed train timetable, there is inconsistency in which a crew to work on a predetermined target train cannot get on the target train before a predetermined time, the scheduling arrangement settlement display unit 116 devises second scheduling arrangement corresponding to any one of (1) to (5).

[0073] (1) To add a new crew as a crew to work on the target train. [0074] (2) To cause a crew who has worked on a train whose vehicle has been used immediately before being used as a vehicle of the target train to work on the target train.

[0075] (3) To cause the target train to depart from a platform where a crew can get on the target train before the predetermined time.

[0076] (4) To change an attribute of the target train in accordance with competence of a crew to work on the target train.

[0077] (5) To cancel the target train. [0078] Those various proposals are performed, and therefore, by selecting one of the proposals, a user can apply driving arrangement suitable for a situation as a result of consideration of various plans.

[0079] Fig. 12 is a flowchart showing another operation example of the train timetable restoration system according to Example 1.

[0080] In this example, as a modification example, a person in charge of scheduling arrangement can perform input indicating that scheduling of crews and trains is not changed. That case will be described with reference to Fig. 12. Fig. 12 shows the flowchart to replace that of Fig. 3.

[0081] In the scheduling arrangement system 101, the train timetable change reception unit 112 receives changes in a train timetable and a predicted train timetable from the train operation management system 102 (Step S401), and the inconsistency detection determination unit 113 detects inconsistency in scheduling information which is a present scheduling scheme of crews or vehicles in accordance with the change in the predicted train timetable (Step S402) and determines whether or not there is inconsistency (Step S403). [0082] In this example, in the case where the inconsistency is detected, a person in charge of scheduling arrangement can present a train timetable change request to the operation management system via the input interface 114 without inputting scheduling arrangement such as a change in a course (Step 5414). [0083] In the case where input of scheduling arrangement information indicating that which resource is allocated to which train is not changed, i.e., input indicating that the scheduling arrangement is not changed is performed, the scheduling arrangement settlement display unit 116 of the scheduling arrangement system 101 devises second scheduling arrangement which removes the inconsistency without changing which resource is allocated to which train.

[0084] The train timetable influence determination unit 117 determines whether or not the scheduling arrangement influences the train timetable (Step S406). Because the inconsistency is generated and the scheduling of the crews and trains is not changed, the scheduling arrangement basically influences the train timetable. Processing thereafter is similar to that described with reference to Fig. 3.

[0085] As described above, in the example of Fig. 12, in the case where information indicating that allocation of a resource to a train is not changed is inputted, second scheduling arrangement which removes inconsistency is devised in this condition. Therefore, it is possible to change a train timetable so that a delay of the train is reduced a delay of the train is reduced in the condition in which the allocation of the resource to the train is not changed. According to this example, for example, even if inconsistency of scheduling is generated and the inconsistency cannot be removed by scheduling arrangement, this situation is transmitted to the train operation management system 102, and the next measure (e.g., re-implementation of driving arrangement) can be implemented. [0086] Fig. 13 is a flowchart showing still another operation example of the train timetable restoration system according to Example 1.

[0087] In this example, as a modification example, in the case where generation of inconsistency is detected in Step S402 and scheduling arrangement from a person in charge of scheduling arrangement is not inputted when a predetermined time before departure of a train which is a target of the inconsistency comes, processing may proceed in a condition in which scheduling of crews and trains is not changed. That case will be described with reference to Fig. 13. Fig. 13 shows the flowchart to replace that of Fig. 3.

[0088] In the scheduling arrangement system 101, the train timetable change reception unit 112 receives changes in a train timetable and a predicted train timetable from the train operation management system 102 (Step S401), and the inconsistency detection determination unit 113 calculates whether or not inconsistency is generated, in accordance with the change in the predicted train timetable, in scheduling of crews or vehicles of the scheduling information storage unit 119 which stores scheduling information which is a present scheduling scheme of the crews or vehicles (Step S402) and determines whether or not the inconsistency is generated (Step 5403). In the case where generation of the inconsistency is detected and a person in charge of scheduling arrangement does not input scheduling arrangement such as change in a course via the input interface 114, the scheduling arrangement settlement display unit 116 reflects a proposal obtained in a condition in which the scheduling arrangement is not changed on the screen when, in a time trigger determination (Step 5420), a certain time before departure of the train which is the target generating the inconsistency comes (Step S405).

[0089] Because the inconsistency is generated and the scheduling of the crews and trains is not changed, the scheduling arrangement basically influences the train timetable. Therefore, the train timetable influence determination unit 117 determines that the scheduling arrangement influences the train timetable (Step S406). The driving arrangement proposal unit 118 calculates a proposal of driving arrangement which reduces a delay of the train timetable without changing the scheduling of the crews and trains (Step S407) and transmits the proposal to the train operation management system 132 (Step S408).

[0090] As described above, in the modification example, in the case where scheduling arrangement information is not inputted when a predetermined time before departure of a train which is a target of the inconsistency comes, the scheduling arrangement settlement display unit 116 devises second scheduling arrangement which removes inconsistency without changing which resource is allocated to which train. Because, in the case where the scheduling arrangement information is not inputted, the second scheduling arrangement which removes the inconsistency is devised without changing allocation of a resource to the train, it is possible to quickly change a train timetable so that a delay of the train is reduced without waiting input of the scheduling arrangement information even If the input of the scheduling arrangement information is not performed.

[0091] As a result, even in the case where the inconsistency is generated and the scheduling arrangement is not inputted within a certain time period, it is possible to know the delay of the train in advance via a transport command, and the next measure (e.g., contact with the person in charge of scheduling arrangement) can be implemented.

[0092] Note that, in this example, a system configuration in which the single input interface 114 is provided in the scheduling arrangement system 101 and the single input interface 123 is provided in the train operation management system 102 has been exemplified, but the system configuration is not limited thereto. As another example, it is possible to employ a system configuration in which a plurality of input interfaces 114 and/or a plurality of input interfaces 123 are provided.

[0093] Further, an example where the scheduling arrangement system. 101 of this example is asingle system has been described, but the scheduling arrangement system 101 is not limited thereto. As another example, the scheduling arrangement system 101 may be divided into a crew scheduling arrangement system for managing scheduling arrangement of crews and a vehicle scheduling system for managing scheduling arrangement of vehicles. In that case, the train operation management system and the scheduling arrangement system may be mounted physically in the same housing.

[0094] Further, in this example, an example where a predicted train timetable is modified based on scheduling arrangement has been described, but the invention is not limited thereto. As another example, a train timetable may be modified based on the scheduling arrangement. Alternatively, the train timetable may be modified based on the "scheduling arrangement by referring to both the train timetable and the predicted train timetable.

Example 2

[0095] Example 1 has exemplified the train timetable restoration system 100 including the train operation management system 102 and the scheduling arrangement system which are connected to each other via the network 103, but the invention is not limited to this configuration. In Example 2, as another example, the train timetable restoration system 100 which is a single system will be exemplified.

[0096] Fig. 14 is a block diagram showing a configuration of a train timetable restoration system according to Example 2. With reference to Fig. 14, the train timetable restoration system 100 of Example 2 includes the train timetable alternative plan screen output unit 121, a driving arrangement and scheduling arrangement input unit 131, the input interface 123, the train timetable change settlement unit 125, the train timetable screen display unit 126, the predicted train timetable calculation unit 127, the predicted train timetable display unit 128, the inconsistency detection determination unit 113, the scheduling arrangement settlement display unit 116, the train timetable influence determination uni: 117, the driving arrangement proposal unit 118, and the scheduling information storage unit 119.

[0097] The train timetable alternative plan screen output unit 121, the train timetable change settlement unit 125, the train timetable screen display unit 126, the predicted train timetable calculation unit 127, the predicted train timetable display unit 128, the inconsistency detection determination unit 113, the scheduling arrangement settlement display unit 116, the train timetable influence determination uni: 117, the driving arrangement proposal unit 118, and the scheduling information storage unit 119 are similar to those of Example 1 shown in Fig. 1.

[0098] Thedrivingarrangementandschedulingarrangementinput unit 131 is a functional block having both functions of the driving arrangement input unit 124 and the scheduling arrangement input unit 115 in Example 1 shown in Fig. 1. [0099] In Example 2, a part for performing train operation management and a part for performing scheduling arrangement are mounted in the single train timetable restoration system 100, and therefore it is unnecessary to realize communication via a network 130.

[0100] The scheduling information storage unit 119 stores scheduling information which is a present scheduling scheme of crews or vehicles.

[0101] The inconsistency detection determination unit 113 calculates whether or not inconsistency is generated in scheduling of crews or vehicles in accordance with a change in a train timetable.

[0102] The scheduling arrangement settlement display unit 116 displays, on a screen, a candidate of scheduling arrangement and a predicted train timetable in which the scheduling arrangement is reflected.

[0103] The train timetable influence determination unit 117 determineswhetherornotacandidateofschedulingarrangement influences a train timetable.

[0104] The driving arrangement proposal unit 118 transmits information on an alternative plan of driving arrangement to the train operation management system 102 and proposes the driving arrangement to a director in the case where a candidate of scheduling arrangement of crews or vehicles influences a train timetable. A plurality of alternative plans of driving arrangement may be proposed. The alternative plans of driving arrangement are, for example, an alternative plan which proposes changing a train timetable without changing scheduling of crews and trains and an alternative plan which proposes removing inconsistency by adding a new crew or train. Further, for example, the plurality of alternative plans of driving arrangement may be proposed together with evaluation information indicating evaluations of the respective alternative plans of driving arrangement. The evaluation information is, for example, information indicating, as a score, a delay of a train generated with respect to a train timetable. [0105] The train timetable alternative plan screen output unit 121 displays a proposal plan of driving arrangement on the screen to present the proposal plan to a user such as a director. [ 0106] The input interface 123 receives input from a user. [0107] The driving arrangement and scheduling arrangement input unit 131 receives input of driving arrangement and scheduling arrangement from a user.

[0108] The train timetable change settlement unit 125 settles driving arrangement to be applied and reflects the driving arrangement in a train timetable.

[0109] The train timetable screen display unit 126 displays, on the screen, the train timetable in which the driving arrangement is reflected in the train timetable change settlement unit 125.

[0110] The predicted train timetable calculation unit 127 predicts a predicted train timetable which is a future train timetable on the basis of a train timetable and a present train operation situation.

[0111] The predicted train timetable display unit 128 displays, on the screen, the predicted train timetable predicted in the predicted train timetable calculation unit 127.

[0112] Although not shown, generally, the train operation management system is connected to a station system provided in each station via a network. The station system includes: on-site equipment including a traffic signal for performing route control of a train in a control area, a railroad switch, and a track circuit for detecting a train position and the like; an interlocking device for transmitting a driving instruction to the on-site equipment; a route control device for transmitting a route control instruction to the interlocking device in order to perform the route control of the train in the control area on the basis of information on an operation timetable received from the train operation management system (central system); and a station system terminal for displaying a present train position on the basis of the on-site equipment and the route control device to enable implementation of driving arrangement.

[0113] Fig. 15 is a flowchart in which a transport trouble is generated, driving arrangement is inputted from the train operation management system 102, and a train timetable and a predicted train timetable are transmitted to the scheduling arrangement system 101 in Example 2. Fig. 15 corresponds to Fig. 2 in Example 1.

[0114] With reference to Fig. 15, when the transport trouble is generated, a user (director) who has checked a present train on the basis of the on-site equipment and the route control device of the station system (not shown) inputs driving arrangement such as suspension of train operation or cancellation of a train via the input interface 123 (Step S302) . [0115] The driving arrangement input unit 124 receives the driving arrangement from the user via the input interface 123 (Step S303). The train timetable change settlement unit 125 reflects a result of the driving arrangement in a train timetable (Step S304). The train timetable screen display unit 126 displays the changed train timetable on the screen (Step S305). The predicted train timetable calculation unit 127 predicts a predicted train timetable on the basis of the changed train timetable and a present train operation situation (Step S306). The predicted train timetable display unit 126 displays the predicted train timetable on the screen (Step S307).

[0116] Fig. 16 is a flowchart in which a driving arrangement plan is transmitted to the train operation management system 102 on the basis of the predicted train timetable in Example 2. Fig. 16 corresponds to Fig. 3 in Example 1.

[0117] The inconsistency detection determination unit 113 calculates whether or not inconsistency is generated, in accordance with a change in a train timetable, in a present scheduling scheme of crews or vehicles stored as scheduling information in the scheduling information storage unit 119 (Step S402) and determines whether or not the inconsistency is generated (Step S403).

[0118] In the case where generation of the inconsistency is detected, the driving arrangement proposal unit 118 calculates a plurality of driving arrangement plans including scheduling arrangement which reduces a delay of the train timetable (Step S701) . [0119] The train timetable alternative plan screen output unit 121 displays the plurality of driving arrangement plans on the screen (Step 5702). A user sees the display on the screen and selects one of the driving arrangement plans via the input interface 123 (Step S703). The train timetable change settlement unit 125 reflects a result of the selection of the driving arrangement in the train timetable (Step S704). Immediately after that, the scheduling arrangement settlement display unit 116 determines, based on the selected driving arrangement plan, content of the driving arrangement and scheduling arrangement accompanied by the driving arrangement to thereby display the content on the screen and stores scheduling arrangement information in the scheduling information storage unit 119 (Step S705).

[0120] The train timetable screen display unit 126 displays a changed train timetable on the screen (Step S706). The predicted train timetable calculation unit 127 predicts a future timetable on the basis of the changed train timetable (Step S707). The predicted train timetable display unit 128 displays the predicted timetable on the screen (Step S708). In this way, the train timetable, the scheduling of the crews, and the scheduling of the vehicles are completely Prepared, and the processing is terminated (Step 5709).

[0121] In this example, driving arrangement and scheduling arrangement can be easily implemented through a series of processing by the single train timetable restoration system 100. Further, in this example, because train operation management and scheduling arrangement of crews and trains are achieved by a single system, a configuration of the system is simplified, which reduces system costs.

[0122] The examples of the invention described above are merely examples for describing the invention, and the scope of the invention is not limited to those examples. A person skilled in the art can implement the invention in other various embodiments without deviating from the scope of the invention.

Reference Signs List [0123] 100... train timetable restoration system, 101... scheduling arrangement system, 102... train operation management system, 103 a network, 111... communication transmission reception unit, 112... train timetable change reception unit, 113... inconsistency detection determination unit, 114 input interface, 115 scheduling arrangement input unit, 116... scheduling arrangement settlement display unit, 117... train timetable influence determination unit, 118 a driving arrangement proposal unit, 119 scheduling information storage unit, 120... communication transmission reception unit, 121... train timetable alternative plan screen output unit, 123... input interface, 124... driving arrangement input unit, 125... train timetable change settlement unit, 126... train timetable screen display unit, 127... predicted train timetable calculation unit, 128... predicted train timetable display unit, 129... train timetable communication unit, 130 _network, 131... driving arrangement and scheduling arrangement input unit