TRAIN OPERATION MANAGEMENT SYSTEM, TIMETABLE-BASED OPERATION CONTROL DEVICE, SHUTTLE OPERATION CONTROL DEVICE, AND TRAIN OPERATION MANAGEMENT METHOD

Abstract

A train operation management system includes an operational disruption detection unit that detects a disruption in operation of a train, an action method determination unit that determines whether to resolve the disruption by rescheduling or by providing a shuttle operation, a shuttle operation instruction unit that determines at least one traveling section and assigns a train to the traveling section when the disruption is to be resolved by providing the shuttle operation, a shuttle operation start unit that moves the train assigned, to the traveling section, a shuttle operation control unit that reserves a route, and runs the train along the route reserved, a shuttle operation evaluation unit that determines appropriateness of continuing the shuttle operation, and a shuttle operation termination unit that upon determining to terminate the shuttle operation, moves the train to a location where the train is operational according to the timetable.

Description

FIELD

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.

BACKGROUND

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.

CITATION LIST

Patent Literature

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

SUMMARY OF INVENTION

Problem to be Solved by the Invention

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).

Means to Solve the Problem

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.

Effects of the Invention

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.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a diagram illustrating an exemplary configuration of a train operation management system according to a first embodiment.

FIG. 2 is a diagram illustrating a state transition in train operation control in the train operation management system according to the first embodiment.

FIG. 3 is a diagram illustrating examples of shuttle operation section and traveling sections when train operation is controlled through a shuttle operation assumed in the train operation management system according to the first embodiment.

FIG. 4 is a flowchart illustrating an operation of the train operation management system according to the first embodiment.

FIG. 5 is a flowchart illustrating detail of control of the shuttle operation provided by the train operation management system according to the first embodiment.

FIG. 6 is a diagram illustrating an example of configuration of a processing circuitry of the train operation management system according to the first embodiment when the processing circuitry is implemented by a processor and a memory.

FIG. 7 is a diagram illustrating an example of configuration of a processing circuitry of the train operation management system according to the first embodiment when the processing circuitry is implemented in a dedicated hardware element.

FIG. 8 is a diagram illustrating examples of shuttle operation section and traveling sections when train operation is controlled through a shuttle operation assumed in the train operation management system according to a second embodiment.

FIG. 9 is a flowchart illustrating detail of control of the shuttle operation provided by the train operation management system according to the second embodiment.

DESCRIPTION OF EMBODIMENTS

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.

First Embodiment.

FIG. 1 is a diagram illustrating an exemplary configuration of a train operation management system 1 according to a first embodiment. The train operation management system 1 is a system for managing operation of a train (not illustrated). The train operation management system 1 is 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.

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

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

The operational disruption detection unit 12 detects 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 unit 12 obtains information of the actual station arrival-departure time of the train from the timetable-based operation control unit 11. In addition, the operational disruption detection unit 12 holds information of the timetable. The operational disruption detection unit 12, for example, compares the foregoing deviation with a predetermined threshold provided for detecting a train operation disruption. The operational disruption detection unit 12 determines 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.

The operational disruption detection unit 12 may 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 unit 12 has determined that the train operation is disrupted, that is, when the operational disruption detection unit 12 has detected a train operation disruption, the operational disruption detection unit 12 informs the action method determination unit 13 that the operational disruption detection unit 12 has detected a train operation disruption. In this operation, the operational disruption detection unit 12 informs the action method determination unit 13 also of information of the foregoing deviation. When the operational disruption detection unit 12 has determined that the train operation is not disrupted, that is, when the operational disruption detection unit 12 has detected no train operation disruption, the operational disruption detection unit 12 may inform the action method determination unit 13 of no information or may inform the action method determination unit 13 that no train operation disruption has been detected.

When the operational disruption detection unit 12 has detected a train operation disruption, the action method determination unit 13 determines 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 unit 13 obtains, from the operational disruption detection unit 12, 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 unit 13 obtains 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 system 1 has obtained information for use in determination of whether to perform rescheduling or to provide a shuttle operation, the action method determination unit 13 reads such information from a storage unit (not illustrated) storing the information, thereby obtains the information. When the train operation management system 1 has not obtained information for use in determination of whether to perform rescheduling or to provide a shuttle operation, the action method determination unit 13 obtains such information from an external device (not illustrated) holding the information.

The action method determination unit 13 determines 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 unit 13 may 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 unit 13 may determine to provide a shuttle operation in each of the separated sections. When the action method determination unit 13 has determined that the train operation disruption is to be resolved by rescheduling, the action method determination unit 13 informs the rescheduling instruction unit 14 that the train operation disruption is to be resolved by rescheduling, while when the action method determination unit 13 has determined that the train operation disruption is to be resolved by providing a shuttle operation, the action method determination unit 13 informs the shuttle operation instruction unit 15 that the train operation disruption is to be resolved by providing a shuttle operation. Note that the action method determination unit 13 may output, not only a notification of the determination result, but also information such as the foregoing deviation used in determination, to the rescheduling instruction unit 14 or to the shuttle operation instruction unit 15.

When the train operation disruption is to be resolved by rescheduling, the rescheduling instruction unit 14 modifies 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 11. When, for example, informed by the action method determination unit 13 that the train operation disruption is to be resolved by rescheduling, the rescheduling instruction unit 14 obtains, from the action method determination unit 13, 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.

When the train operation disruption is to be resolved by providing a shuttle operation, the shuttle operation instruction unit 15 determines 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 unit 13 that the train operation disruption is to be resolved by providing a shuttle operation, the shuttle operation instruction unit 15 obtains, from the action method determination unit 13, 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.

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 unit 15 sets 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.

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 unit 15 may 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 unit 15 outputs 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.

The shuttle operation start unit 16 moves the train(s) assigned, to the traveling section(s) determined by the shuttle operation instruction unit 15, on the basis of the information obtained from the shuttle operation instruction unit 15. When the shuttle operation instruction unit 15 has 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 17 (described later) from providing control of the shuttle operation. The shuttle operation start unit 16 accordingly 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 unit 17 to provide control of the shuttle operation. When the shuttle operation start unit 16 is to move the trains assigned to the respective traveling sections to the respective traveling sections, the shuttle operation start unit 16 can 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.

The shuttle operation control unit 17 reserves a route along which a train is to run, in each of the traveling section(s) determined by the shuttle operation instruction unit 15, and runs the train along the route reserved. The shuttle operation control unit 17 causes 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 unit 17 determines 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 unit 17 informs the shuttle operation evaluation unit 18 of 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.

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 17, while when another train is stopping at the next stop, the train does not request a route from the shuttle operation control unit 17. 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 unit 17 reserves 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 unit 17 is 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 15, the shuttle operation start unit 16, or the shuttle operation control unit 17 specifies the traveling section to the train.

The shuttle operation control unit 17 performs 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 unit 17 may 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 unit 17 is 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 system 1 or 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 system 1 performs 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 system 1 to generate a timetable for use in the shuttle operation. In addition, use of the train operation management system 1 also eliminates the need for a person such as a commander in the control center to generate a timetable for use in the shuttle operation.

The shuttle operation evaluation unit 18 determines appropriateness of continuing the shuttle operation. The shuttle operation evaluation unit 18 determines the appropriateness of continuing the shuttle operation on the basis of, for example, information that has been used by the action method determination unit 13 and information obtained from the shuttle operation control unit 17. Concerning the information that has been used by the action method determination unit 13, the shuttle operation evaluation unit 18 may obtain this information from the action method determination unit 13 through the shuttle operation instruction unit 15, the shuttle operation start unit 16, and the shuttle operation control unit 17, or directly from the action method determination unit 13 although this flow is not illustrated in FIG. 1. When the shuttle operation evaluation unit 18 determines 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 unit 18 determines to terminate the shuttle operation and to restore the timetable-based operation.

When the shuttle operation evaluation unit 18 determines to continue the shuttle operation, the shuttle operation evaluation unit 18 informs the shuttle operation control unit 17 that the shuttle operation will be continued. When the shuttle operation evaluation unit 18 determines to terminate the shuttle operation and to restore the timetable-based operation, the shuttle operation evaluation unit 18 informs the shuttle operation control unit 17 and the shuttle operation termination unit 19 that the shuttle operation will be terminated and the timetable-based operation will be restored. When the shuttle operation evaluation unit 18 determines that the shuttle operation is continued at this moment but can be terminated shortly, the shuttle operation evaluation unit 18 may inform the shuttle operation control unit 17 of such situation. This will allow the shuttle operation control unit 17 to 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 unit 18 may 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 unit 18 may 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.

The shuttle operation termination unit 19 moves 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 unit 18 has determined to terminate the shuttle operation. The shuttle operation termination unit 19 operates in an inverse manner to the shuttle operation start unit 16. When the shuttle operation termination unit 19 has 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 unit 19 informs the timetable-based operation control unit 11 that 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 unit 18 has determined to terminate the shuttle operation and to restore the timetable-based operation, the train operation management system 1 does 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 unit 19 has moved the train(s) present in the shuttle operation section to appropriate location(s).

As described above, the train operation management system 1 controls 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. FIG. 2 is a diagram illustrating a state transition in train operation control in the train operation management system 1 according to the first embodiment. The train operation management system 1 continues 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 system 1 transitions the train operation to the shuttle operation as illustrated in the part (1) of FIG. 2, and controls the train operation through a shuttle operation. When the train operation management system 1 determines, 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 system 1 transitions the train operation to the timetable-based operation as illustrated in the part (2) of FIG. 2, and controls the train operation with the timetable-based operation.

The shuttle operation section and the traveling section(s) assumed in the first embodiment will next be described. FIG. 3 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 system 1 according to the first embodiment. FIG. 3(a) to 3(c) 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, FIG. 3(a) to 3(c) each illustrate an example of shuttle operation section forming a closed system. FIG. 3(a) to 3(c) correspond to the respective operation patterns described above. Note that the shuttle operation section and the traveling sections illustrated in FIG. 3(a) to 3(c) are by way of example, and are not limiting. In the case of a shuttle operation section forming a closed system, the shuttle operation instruction unit 15 is 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 FIG. 3(a) to 3(c).

FIG. 3(a) illustrates an example in which a single traveling section is set in the shuttle operation section. In FIG. 3(a), 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.

In the case of the example of FIG. 3(a), 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.

FIG. 3(b) illustrates an example in which three traveling sections are set in the shuttle operation section. In FIG. 3(b), 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 FIG. 3(b), 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 FIG. 3(a). 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 of FIG. 3(b) can provide a higher train density in the shuttle operation section than the operation in the example of FIG. 3(a), and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the operation in the example of FIG. 3(a).

FIG. 3(c) illustrates an example in which two traveling sections are set in the shuttle operation section. In FIG. 3(c), 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 of FIG. 3(b) also in this case, but the travel directions of the trains also have significance in the case of FIG. 3(c). 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 of FIG. 3(c) can provide a higher train density in the shuttle operation section than the operation in the example of FIG. 3(a), and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the operation in the example of FIG. 3(a) but to a degree less than that provided in the example of FIG. 3(b).

As described above, the train whose operation is managed by the train operation management system 1 can 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 FIG. 3(b), the train operation management system 1 can 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 of FIG. 3 assume 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 system 1 is capable of providing similar control using only one track in a four-track section.

FIG. 4 is a flowchart illustrating an operation of the train operation management system 1 according to the first embodiment. In the train operation management system 1, the timetable-based operation control unit 11 performs train operation control with an ordinary timetable-based operation based on a timetable that presents station arrival-departure times of a train (step S101). The operational disruption detection unit 12 determines 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 S102). When the train operation has not been disrupted (step S102: No), the train operation management system 1 causes the process to return to step S101, and causes the timetable-based operation control unit 11 to perform train operation control with the ordinary timetable-based operation. When the train operation has been disrupted (step S102: Yes), the operational disruption detection unit 12 informs the action method determination unit 13 that the train operation has been disrupted.

When the action method determination unit 13 determines to respond to this situation by rescheduling (step S103: Yes), the action method determination unit 13 instructs the rescheduling instruction unit 14 to perform rescheduling. The rescheduling instruction unit 14 modifies 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 11, to thereby perform rescheduling (step S104). While performing rescheduling, the train operation management system 1 repeats the operation of step S101, the determination of Yes at step S102, the determination of Yes at step S103, and the operation of step S104 as described above. When the operational disruption detection unit 12 determines that the train operation has not been disrupted (step S102: No) or when the action method determination unit 13 determines to respond to this situation by shuttle operation (step S103: No), the train operation management system 1 terminates rescheduling.

When the action method determination unit 13 determines to respond to this situation by shuttle operation (step S103: No), the action method determination unit 13 instructs the shuttle operation instruction unit 15 to provide a shuttle operation. The shuttle operation instruction unit 15 determines 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 S105). The shuttle operation start unit 16 runs each train to a predetermined boundary station of the traveling section to get ready to start a shuttle operation (step S106). The shuttle operation control unit 17 controls the shuttle operation of the train under control thereof (step S107). When the shuttle operation evaluation unit 18 determines to continue the shuttle operation (step S108: Yes), the shuttle operation evaluation unit 18 informs the shuttle operation control unit 17 that the shuttle operation will be continued to thereby cause the shuttle operation control unit 17 to continue the shuttle operation of the train (step S107). When the shuttle operation evaluation unit 18 determines to terminate the shuttle operation (step S108: No), the shuttle operation evaluation unit 18 informs the shuttle operation termination unit 19 that the shuttle operation will be terminated. The shuttle operation termination unit 19 runs each train to the station defined in the timetable to get ready to restart the timetable-based operation (step S109).

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

An operation of control of the shuttle operation provided by the train operation management system 1 will next be described in detail. FIG. 5 is a flowchart illustrating detail of control of the shuttle operation provided by the train operation management system 1 according to the first embodiment. The shuttle operation instruction unit 15 determines 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 S201). The shuttle operation start unit 16 runs each train to a predetermined boundary station of the traveling section (step S202).

When the shuttle operation start unit 16 has provided control to make a shuttle operation ready to start, the shuttle operation control unit 17 reserves a route to allow a train to run in the traveling section upon request from that train (step S203). 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 unit 17 causes a train for which a route has been successfully reserved to run the route (step S204). Note that the shuttle operation control unit 17 does not cause a train for which no route has been reserved to run.

When the train arrives at a station (step S205), the shuttle operation control unit 17 makes a determination about turning back of the train (step S206). For example, when train X illustrated in FIG. 3(b) arrives 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 in FIG. 3(c) arrives 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 unit 17 therefore makes a determination about turning back of the train each time the train arrives at a station. The shuttle operation control unit 17 repeats the operations of steps S203 to S206 during a time period when the shuttle operation evaluation unit 18 determines to continue the shuttle operation.

A hardware configuration of the train operation management system 1 according to the first embodiment will next be described. In the train operation management system 1, the timetable-based operation control unit 11, the operational disruption detection unit 12, the action method determination unit 13, the rescheduling instruction unit 14, the shuttle operation instruction unit 15, the shuttle operation start unit 16, the shuttle operation control unit 17, the shuttle operation evaluation unit 18, and the shuttle operation termination unit 19 are 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.

FIG. 6 is a diagram illustrating an example of configuration of a processing circuitry 90 of the train operation management system 1 according to the first embodiment when the processing circuitry is implemented by a processor 91 and a memory 92. The processing circuitry 90 illustrated in FIG. 6 is a control circuit, and includes the processor 91 and the memory 92. When the processing circuitry 90 includes the processor 91 and the memory 92, each functionality of the processing circuitry 90 is 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 92. The processing circuitry 90 implements each functionality in such a manner that the processor 91 reads and executes a program stored in the memory 92. That is, the processing circuitry 90 includes the memory 92 for storing a program that causes processing of the train operation management system 1 to be performed. It can also be said that this program is a program for causing the train operation management system 1 to perform each functionality to be implemented in the processing circuitry 90. This program may be provided using a storage medium storing the program or using another means such as a communication medium.

The foregoing program can be said to be a program that causes the train operation management system 1 to perform an operational disruption detection step, in which the operational disruption detection unit 12 detects 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 unit 12 has detected a disruption in operation of the train, the action method determination unit 13 determines 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 unit 15 determines 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 unit 16 moves the train assigned, to the traveling section; a shuttle operation control step, in which the shuttle operation control unit 17 reserves, 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 unit 18 determines appropriateness of continuing the shuttle operation; and a shuttle operation termination step, in which when the shuttle operation evaluation unit 18 has determined to terminate the shuttle operation, the shuttle operation termination unit 19 moves the train that has been operated in the shuttle operation to a location where the train is operational according to the timetable.

In this respect, the processor 91 is, 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 memory 92 is, 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.

FIG. 7 is a diagram illustrating an example of configuration of a processing circuitry 93 of the train operation management system 1 according to the first embodiment when the processing circuitry is implemented in a dedicated hardware element. The processing circuitry 93 illustrated in FIG. 7 is, 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 circuitry 93 may be implemented partially in a dedicated hardware element and partially in software or firmware. As described above, the processing circuitry 93 can provide each functionality described above by a dedicated hardware element, software, firmware, or a combination thereof.

As described above, according to the present embodiment, the train operation management system 1 determines, 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 system 1 modifies the timetable to resolve the train operation disruption. When a shuttle operation is to be provided, the train operation management system 1 sets 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.

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 system 1 automatically 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 system 1 performs 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 system 1 can 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.

Note that it is assumed here that the train operation management system 1 automatically 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 system 1 can 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.

Second Embodiment

The first embodiment has been described with respect to a case where the train operation management system 1 sets 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 system 1 sets a shuttle operation section that forms an open system.

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

A shuttle operation section and traveling sections assumed in the second embodiment will next be described. FIG. 8 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 system 1 according to the second embodiment. FIG. 8(a) to 8(d) 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, FIG. 8(a) to 8(d) each illustrate an example of shuttle operation section forming an open system. FIG. 8(a) to 8(d) correspond to the operation patterns described above. Note that the shuttle operation section and the traveling sections illustrated in FIGS. 8(a) to 8(d) are by way of example, and are not limiting. In the case of a shuttle operation section forming an open system, the shuttle operation instruction unit 15 is 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 FIG. 8(a) to 8(d).

FIG. 8(a) 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 FIG. 8(a), 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 15, to thereby run to return leftward as viewed in FIG. 8(a). In FIG. 8(a), when train Y arrives at station D from the right side as viewed in FIG. 8(a), train Y enters the shuttle operation section due to a determination made by the shuttle operation instruction unit 15, 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 17, 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 17. 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 in FIG. 3(b) of the first embodiment.

Note that when a subsequent train (not illustrated) is running after train Y toward station D from the right side as viewed in FIG. 8(a) in the example of FIG. 8(a), the shuttle operation control unit 17 may 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 unit 17 can 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 unit 17 may perform control to inhibit another train subsequently arrived at station D from the right side as viewed in FIG. 8(a) from entering the shuttle operation section.

FIG. 8(b) 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 of FIG. 8(b) differs from the situation of FIG. 8(a) in 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 FIG. 8(b), similarly to train Y in the case of FIG. 8(a), when train X arrives at station A from the left side as viewed in FIG. 8(b), train X enters the shuttle operation section due to a determination made by the shuttle operation instruction unit 15, 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 17. Train Y at station B in FIG. 8(b) acts similarly to train X at station B in FIG. 8(b) described 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 FIG. 8(b). 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 FIG. 3(c). The example of FIG. 8(b) can provide a higher train density in the shuttle operation section than the example of FIG. 8(a), and can thus improve the efficiency of operation, i.e., passenger transport efficiency, as compared to the example of FIG. 8(a). 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 of FIG. 8(b) as illustrated in the example of FIG. 3(c).

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

FIG. 8(d) 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 FIG. 8(d), train Z acts similarly to train Z in FIG. 8(d) described above. In FIG. 8(d), train Y at station C acts similarly to train Y at station C in FIG. 8(d) described above. In addition, in FIG. 8(d), train Y at stations A and B acts similarly to train Y at stations A and B in FIG. 8(a) described above. The example of FIG. 8(d) can be expected to provide an efficiency of operation, i.e., passenger transport efficiency, comparable to that of FIG. 8(b) in 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 of FIG. 8(d) as illustrated in the example of FIG. 3(d).

In the second embodiment, the train operation management system 1 generally operates the same as the train operation management system 1 as illustrated in the flowchart of FIG. 4 of the first embodiment. An operation of control of the shuttle operation provided by the train operation management system 1 will next be described in detail. FIG. 9 is a flowchart illustrating detail of control of the shuttle operation provided by the train operation management system 1 according to the second embodiment. The shuttle operation instruction unit 15 determines whether to allow a train being stopping at a boundary station of the shuttle operation section to run in the shuttle operation section (step S301). In a case, for example, of train X being stopping at station A in FIG. 8(a), the shuttle operation instruction unit 15 determines to not allow the train to run in the shuttle operation section (step S301: 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 in FIG. 8(a) and now being stopping at station D in FIG. 8(a), the shuttle operation instruction unit 15 determines to allow the train to run in the shuttle operation section (step S301: Yes). This causes train Y to enter the shuttle operation section. The operations at steps from S201 to S205 are the same as the operations at steps from S201 to S205 of the flowchart of the first embodiment illustrated in FIG. 5.

When the train arrives at a station (step S205), and the station of arrival is not a boundary station of the shuttle operation section (step S302: No), the shuttle operation control unit 17 makes a determination about turning back of the train (step S206). The operation at step S206 is the same as the operation at step S206 of the flowchart of the first embodiment illustrated in FIG. 5.

When the train arrives at a station (step S205), and the station of arrival is a boundary station of the shuttle operation section (step S302: Yes), the shuttle operation control unit 17 determines 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 FIG. 8(a), the shuttle operation control unit 17 determines that the train is not to exit from the shuttle operation section (step S303: No). This prevents train Y from exiting from the shuttle operation section, and the shuttle operation control unit 17 accordingly makes a determination about turning back of the train (step S206). In a case, for example, train Y arriving at station D from station C in FIG. 8(a), the shuttle operation control unit 17 determines that the train is to exit from the shuttle operation section (step S303: Yes). This causes train Y to exit from the shuttle operation section.

Note that, in making the determination about turning back (step S206), the shuttle operation control unit 17 can 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.

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 unit 15 determines 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 unit 17 determines 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.

As described above, according to the present embodiment, the train operation management system 1 can 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.

REFERENCE SIGNS LIST

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

Claims

1. A train operation management system comprising:

an operational disruption detection circuitry 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 circuitry to, when the operational disruption detection circuitry 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 circuitry 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 circuitry to move the train assigned, to the traveling section;

a shuttle operation control circuitry 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 circuitry to determine appropriateness of continuing the shuttle operation; and

a shuttle operation termination circuitry to, when the shuttle operation evaluation circuitry 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.

2. The train operation management system according to claim 1, wherein

the action method determination circuitry determines whether to resolve the disruption in operation of the train by the rescheduling or by providing the shuttle operation, using, in addition to the deviation, at least one of a crowdedness degree of the train, a number of passengers that have passed a ticket gate, a set of a location and detail of a malfunction of a malfunctioning train, a set of a location and detail of an accident of an accident train, or information of a section in which the train is not operational.

3. The train operation management system according to claim 2, wherein

the shuttle operation instruction circuitry obtains, from the action method determination circuitry, information that has been used in determination that the disruption in operation of the train is to be resolved by providing the shuttle operation, determines, using the information obtained, the traveling section to be used in the shuttle operation on a basis of the shuttle operation section that has been preplanned and a pattern of operation of the train in the shuttle operation section, and assigns the train to run in the traveling section to the traveling section.

4. The train operation management system according to claim 3, wherein

when the train can enter the shuttle operation section from outside the shuttle operation section at one or both of boundaries at both ends of the shuttle operation section, the shuttle operation instruction circuitry determines whether to allow the train present at a boundary through which the train can enter the shuttle operation section, to enter the shuttle operation section.

5. The train operation management system according to claim 1, wherein

the shuttle operation control circuitry causes the train for which the route has been successfully reserved in the traveling section assigned, to run over a length of the route reserved.

6. The train operation management system according to claim 5, wherein

when the train arrives at a station, the shuttle operation control circuitry determines whether to run the train to turn back, on a basis of the traveling section to which the train has been assigned.

7. The train operation management system according to claim 5, wherein

when the train can exit from the shuttle operation section to outside the shuttle operation section at one or both of boundaries at both ends of the shuttle operation section, the shuttle -operation control circuitry determines whether to cause the 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.

8. The train operation management system according to claim 5, wherein

the shuttle operation control circuitry informs the shuttle operation evaluation unit circuitry of information about current operational status of the train, and

the shuttle operation evaluation circuitry determines the appropriateness of continuing the shuttle operation on a basis of information that has been used by the action method determination circuitry and information obtained from the shuttle operation control circuitry.

9. The train operation management system according to claim 8, wherein

when the shuttle operation evaluation circuitry determines that a timetable-based operation can be restored or restoration to the timetable-based operation will increase an efficiency of operation of the train, the shuttle operation evaluation circuitry determines to terminate the shuttle operation and to restore the timetable-based operation, the timetable-based operation being an operation in which the train is operated according to the timetable.

10. The train operation management system according to claim 1, comprising:

a timetable-based operation control circuitry to control a timetable-based operation, the timetable-based operation being the operation in which the train is operated according to the timetable; and

a rescheduling instruction circuitry to, when the disruption in operation of the train is to be resolved by the rescheduling, modify the timetable and specify information of the station arrival-departure time of the train based on a modified timetable, to the timetable-based operation control circuitry.

11. A timetable-based operation controller comprising:

a timetable-based operation control circuitry to control a timetable-based operation, the timetable-based operation being an operation in which a train is operated according to a timetable that presents a station arrival-departure time of the train;

an operational disruption detection circuitry to detect a disruption in operation of the train on a basis of a deviation of an actual station arrival-departure time of the train from the station arrival-departure time presented in the timetable;

an action method determination circuitry to, when the operational disruption detection circuitry 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; and

a rescheduling instruction circuitry to, when the disruption in operation of the train is to be resolved by the rescheduling, modify the timetable and specify information of the station arrival-departure time of the train based on a modified timetable, to the timetable-based operation control circuitry.

12. A shuttle operation controller comprising:

a shuttle operation instruction circuitry to, when a timetable-based operation control controller determines to resolve a disruption in operation of a train by providing a 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 timetable-based operation controller controlling a timetable-based operation, the timetable-based operation being an operation in which the train is operated according to a timetable that presents a station arrival-departure time of the train, the shuttle operation being an operation to operate the train to shuttle back and forth in a defined single-track section, the shuttle operation section being a shuttle operation operational section;

a shuttle operation start circuitry to move the train assigned, to the traveling section;

a shuttle operation control circuitry 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 circuitry to determine appropriateness of continuing the shuttle operation; and

a shuttle operation termination circuitry to, when the shuttle operation evaluation circuitry 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.

13. A train operation management method comprising: detecting, by an operational disruption detection circuitry, 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;

determining, by an action method determination circuitry, when the operational disruption detection circuitry has detected a disruption in operation of the train, 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;

determining, by a shuttle operation instruction circuitry, when the disruption in operation of the train is to be resolved by providing the shuttle operation, at least one traveling section to be used in the shuttle operation for a shuttle operation section, and assigning the train to run in the traveling section to the traveling section, the shuttle operation section being a shuttle operation operational section;

moving, by a shuttle operation start circuitry, the train assigned, to the traveling section;

reserving, by a shuttle operation control circuitry, in the traveling section, a route along which the train is to run, and running the train along the route reserved;

determining, by a shuttle operation evaluation circuitry, appropriateness of continuing the shuttle operation; and

moving, by a shuttle operation termination circuitry, when the shuttle operation evaluation circuitry has determined to terminate the shuttle operation, the train that has been operated in the shuttle operation to a location where the train is operational according to the timetable.

14. The train operation management method according to claim 13, wherein

in determining whether to resolve the disruption in operation of the train by rescheduling or by providing the shuttle operation, the action method determination circuitry determines whether to resolve the disruption in operation of the train by the rescheduling or by providing the shuttle operation, using, in addition to the deviation, at least one of a crowdedness degree of the train, a number of passengers that have passed a ticket gate, a set of a location and detail of a malfunction of a malfunctioning train, a set of a location and detail of an accident of an accident train, or information of a section in which the train is not operational.

15. The train operation management method according to claim 14, wherein

in assigning the train to run in the traveling section to the traveling section, the shuttle operation instruction circuitry obtains, from the action method determination circuitry, information that has been used in determination that the disruption in operation of the train is to be resolved by providing the shuttle operation, determines, using the information obtained, the traveling section to be used in the shuttle operation on a basis of the shuttle operation section that has been preplanned and a pattern of operation of the train in the shuttle operation section, and assigns the train to run in the traveling section to the traveling section.

16. The train operation management method according to claim 15, wherein

in assigning the train to run in the traveling section to the traveling section, when the train can enter the shuttle operation section from outside the shuttle operation section at one or both of boundaries at both ends of the shuttle operation section, the shuttle operation instruction circuitry determines whether to allow the train present at a boundary through which the train can enter the shuttle operation section, to enter the shuttle operation section.

17. The train operation management method according to claim 13, wherein

in running the train along the route reserved, the shuttle operation control circuitry causes the train for which the route has been successfully reserved in the traveling section assigned, to run over a length of the route reserved.

18. The train operation management method according to claim 17, wherein

in running the train along the route reserved, when the train arrives at a station, the shuttle operation control circuitry determines whether to run the train to turn back, on a basis of the traveling section to which the train has been assigned.

19. The train operation management method according to claim 17, wherein

in running the train along the route reserved, when the train can exit from the shuttle operation section to outside the shuttle operation section at one or both of boundaries at both ends of the shuttle operation section, the shuttle operation control circuitry determines whether to cause the 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.

20. The train operation management method according to claim 17, wherein

in running the train along the route reserved, the shuttle operation control circuitry informs the shuttle operation evaluation circuitry of information about current operational status of the train, and

in determining appropriateness of continuing the shuttle operation, the shuttle operation evaluation circuitry determines the appropriateness of continuing the shuttle operation on a basis of information that has been used by the action method determination circuitry and information obtained from the shuttle operation control circuitry.

21. The train operation management method according to claim 20, wherein

in determining appropriateness of continuing the shuttle operation, when the shuttle operation evaluation circuitry determines that a timetable-based operation can be restored or restoration to the timetable-based operation will increase an efficiency of operation of the train, the shuttle operation evaluation circuitry determines to terminate the shuttle operation and to restore the timetable-based operation, the timetable-based operation being an operation in which the train is operated according to the timetable.

22. The train operation management method according to claim 13, comprising:

controlling, by a timetable based operation control circuitry, a timetable-based operation, the timetable-based operation being an operation in which the train is operated according to the timetable; and

modifying, by a rescheduling instruction circuitry, when the disruption in operation of the train is to be resolved by the rescheduling, the timetable and specifying information of the station arrival-departure time of the train based on a modified timetable, to the timetable-based operation control circuitry.