JP2021032655A - Traffic demand management device and traffic demand management system - Google Patents

Abstract

To enable management of traffic demand between OD by calculating a plurality of routes and the route cost for distributing and adjusting the traffic demand between OD.SOLUTION: Disclosed is a traffic demand management device 1 for distributing traffic demand, which includes: a reception part 12 for receiving information on the traffic demand and a start point O and an end point D of the traffic demand; a route generation part 13 for generating a plurality of routes from the start point O to the end point D; a route cost calculation part 14 for calculating the route cost of each route to be varied in accordance with the traffic demand; and a route output part 15 for performing output by associating the generated route with the calculated route cost.SELECTED DRAWING: Figure 1

Description

The present invention relates to a traffic demand management device or a traffic demand management system that distributes traffic volume to a plurality of transportation means and travel routes according to a predicted traffic demand or a planned traffic demand.

The means of transportation that people use when moving from the starting point (starting point O) to the destination (ending point D) include private cars that can pass on any road, taxis, chartered buses, and other automobile transportation, as well as default. There are public transportation such as fixed-route buses and railroads that operate the routes of. Further, even when the same type of transportation is used to move the section (OD section) from the starting point O to the ending point D, there may be various moving routes having different route costs such as moving distance, moving time, and moving cost. .. When there are multiple options for moving in the OD section, if each person's movement can be appropriately distributed to multiple means of transportation and movement routes, not only will each person's movement be smooth, but the economy as a whole will also be economical. It leads to reduction of physical burden and environmental load.

In order to properly disperse the means of transportation and the movement route, road maintenance should be promoted or public transportation should be carried out according to the inter-zone traffic volume (OD traffic volume) from the O zone with the starting point O to the D zone with the ending point D. Measures such as improving the number of flights (operation intervals) and setting travel charges appropriately are effective.

Therefore, in recent years, the importance of traffic demand prediction technology for predicting traffic demand by transportation means and travel route according to OD traffic volume, efficient use of automobiles, conversion to public transportation, etc. Traffic demand management technology that encourages changes and regulates traffic demand is becoming more important.

As a traffic demand forecasting technique, a method such as a non-aggregate model targeting individual traffic behavior and an aggregate model dealing with collective behavior targeting zones is generally used. For example, the aggregate model uses a four-step estimation method that handles the prediction of traffic generation / concentration, the prediction of distributed traffic, the distribution of transportation means, and the prediction of distributed traffic. The human behavior data used in the aggregate model is generally the person trip survey data in the survey target area. The person trip survey data is daily traffic data (also referred to as trip data) of each person such as the starting point O, the ending point D, the purpose of movement, the means of transportation, and the traveling time of traffic behavior. Since the person trip survey data can be obtained as trips that have been traveled using a plurality of means of transportation, it is possible to examine the sharing of means of transportation.

In addition, traffic demand management technology can be used to curb the use of automobiles, encourage changes in routes and times, and change transportation means (switch from automobile use to public transportation, etc.) through traffic regulation and provision of route information to migrants. ) To reduce congestion, improve traffic functions, and improve the urban environment. Typical measures include advanced information on road traffic systems, introduction of road pricing, and parking management. Is being considered for promotion.

In such traffic demand forecasting technology and traffic demand management technology, it is expected that traffic data obtained from ETC, traffic IC cards, probe cars, probe person systems, etc. will be used. The probe car system is a system that uses a vehicle as a sensor, acquires driving data such as traveling speed and position from a traveling vehicle, and generates road traffic information. By using the probe car, it is possible to acquire position measurement data (hereinafter referred to as probe information) such as the position, time, speed, and route actually passed by the vehicle. A probe person acquires movement data such as the movement speed and position of a person from a mobile terminal such as a mobile phone or smartphone equipped with a global positioning system such as GPS (Global Positioning System), and is not limited to roads but railways. It is a system that generates information on the movement routes of people in the facility. Here, the movement data (position, time, etc.) of a person obtained by the probe car system or the probe person system is collectively referred to as probe data. The probe data is a movement locus measured at a predetermined cycle, and the movement route can be estimated.

A method of predicting traffic demand by modeling traffic movement in an OD section based on the movement routes of a large number of travelers and the movement record of transportation means using such traffic data is being studied. Traffic demand fluctuates over time depending on the travel environment such as weather, travel time, travel charges, and the status of travelers such as purpose of travel, age, and gender, so a demand forecast model that responds to such fluctuations handles it. Will be.

In such management of traffic demand, in order to disperse the number of migrants in the OD section, it is necessary that the travel routes do not overlap as much as possible, that is, a plurality of dissimilar route information is required. For example, Patent Document 1 discloses a technique for providing a plurality of routes having different traveling routes, such as a route giving priority to an expressway and a route giving priority to a general road, so that a driver's desired route can be selected in automobile traffic. ..

Japanese Unexamined Patent Publication No. 2000-283778

Patent Document 1 discloses a method of calculating a plurality of routes from a current location (start point O) to a destination (end point D) in a car navigation device. In this multi-path calculation method, the search data of the previously searched route is stored, and by using the stored search data, a new route is efficiently searched without performing a duplicate search. The preceding search data is stored as search data having a hierarchical structure consisting of multiple layers with different scales (road types) according to the distance between the current location and the destination, and the search data of the overlapping layers is used to avoid duplication. Since only the search data of the layer is newly acquired, it is effective for efficiently calculating a plurality of routes in the section in a short time.

However, in Patent Document 1, the road type is set as a search condition and the route cost is corrected to be the minimum cost, such as a route in which a toll road is preferentially traveled and a route in which a general road is preferentially traveled. Since the routes are calculated sequentially and multiple routes are output, it is difficult to obtain multiple dissimilar routes with road network data that uses the same road type as the search condition (for example, only general roads or only expressways). is there. Therefore, when the technique of Patent Document 1 is used, similar routes that are close to each other are output under the same search conditions, and the movement routes of each person are generally concentrated in a specific zone. While congestion occurs on the roads in that zone, roads in other zones may not be used effectively.

Further, in the route search technology of the navigation device, a method of calculating a plurality of dissimilar routes by designating different search conditions such as road type, required time and distance is also generally used, and this method can be obtained. Since each of the plurality of routes is the minimum cost route corresponding to the specified search condition, even if it is combined with Patent Document 1, it is effective in distributing the traffic volume although the route cost is large, such as a detour route. It is difficult to find a route.

Therefore, the present invention includes not only the transportation means and the movement route with the minimum route cost that can be used for the movement of the OD section, but also a plurality of routes including the transportation means and the movement route that have a large route cost but are effective for distributing the traffic volume. A traffic demand management device that can disperse the traffic volume in the OD section by searching and presenting each route together with the route cost, giving incentives to the migrants in the OD section for using routes other than the route with the minimum route cost. Is to provide.

In order to solve the above problem, the traffic demand management device of the present invention disperses the traffic demand, and the reception unit that receives the information on the traffic demand and the starting point O and the ending point D of the traffic demand, and the starting point O A route generation unit that generates a plurality of routes to the end point D, a route cost calculation unit that calculates the route cost of each route that fluctuates according to the traffic demand, and an output that associates the generated route with the calculated route cost. It is assumed that the route output unit is provided.

According to the traffic demand management device of the present invention, not only the transportation means and the movement route with the minimum route cost that can be used for the movement of the OD section, but also the transportation means and the movement route that are effective for distributing the traffic volume although the route cost is large. By searching for multiple routes including, and presenting each route together with the route cost, it is possible to give incentives to the movers in the OD section to use routes other than the route with the minimum route cost, and to disperse the traffic volume in the OD section. it can.

A schematic diagram of the traffic demand management system of one embodiment and a functional block diagram of the traffic demand management device. Hardware configuration diagram of traffic demand management device. Processing flowchart in each device of the traffic demand management system. The flowchart of the route generation of the OD section executed by the traffic demand management apparatus. A flowchart illustrating a route generation process using probe data. Flow chart of route cost calculation executed by the traffic demand management device. FIG. 5 is a flowchart illustrating a process of calculating a route cost using attribute information in a route cost calculation process executed by the traffic demand management device 1. An example of route information output from a traffic demand management device. An example of route information provided to a terminal device. An example of road traffic route information displayed on a terminal device. An example of public transportation route information displayed on a terminal device.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

<Overview of traffic demand management system>
FIG. 1 is a schematic view showing an embodiment of the traffic demand management system of the present invention. As shown here, the traffic demand management system of this embodiment communicates the traffic demand management device 1, the demand forecast device 2, the operation planning device 3, the route information providing device 4, the traffic information providing device 5, and the terminal device 6. It is a system connected to each other via a network 7.

First, each of the traffic demand management device 1 to the communication network 7 will be outlined.

The traffic demand management device 1 receives from the outside the designation of the OD section for executing the traffic demand management and the conditions such as the OD traffic volume, the weather, and the implementation date and time of the traffic demand management, and determines the OD traffic volume according to the conditions. It continuously calculates transportation means or route candidates for handling at predetermined time intervals. The details will be described later.

The demand forecasting device 2 predicts the hourly traffic volume (OD traffic volume) for each means of transportation or traffic route in the OD section. For the demand forecast here, past traffic statistical data such as by weather and by day of the week, probe data, and the like are used.

The operation planning device 3 provides the traffic demand management device 1 and the demand forecasting device 2 with the operation route, operation schedule, number of seats, passenger capacity, etc. of public transportation, and also provides route information such as OD route and route cost to the traffic demand management. It is acquired from the device 1 and executes the operation plan, and is managed by, for example, a public transportation operating company such as a bus or a railroad.

The route information providing device 4 provides the traffic demand management device 1 with information related to movement such as the operation status of public transportation in the OD section, and also acquires the route information acquired from the traffic demand management device 1 and the operation planning device 3. The operation plan information such as the operation time and the route of the public transportation is provided to the application of the terminal device 6, and is managed by, for example, an information provider that provides the route information or the like for a fee or free of charge. Here, the route information includes route data listing road sections (road links or nodes) from the starting point to the destination, with an arbitrary point in the O zone as the starting point and an arbitrary point in the D zone as the destination. It is a combination of attribute data such as the time required for the route, distance, and toll.

The traffic information providing device 5 provides the traffic demand management device 1 and the like with various traffic information effective for managing the traffic demand in the OD section, such as traffic congestion and traffic regulation in the city.

The terminal device 6 is equipped with an application that acquires transportation means and route information for moving the OD section from the route information providing device 4 and selects the transportation means and the route. In addition, the migrant provides the route information providing device 4 with the selection result of the means of transportation and the route and the movement record data through the application of the terminal device 6. In that case, the route information providing device 4 provides the acquired selection result and movement record data to the demand forecasting device 2. Specifically, the terminal device 6 is a guidance display installed on the road, a car navigation system provided in an automobile, a smartphone owned by an individual, an operation system installed in a driver's seat of a railway vehicle, or the like. is there.

<Detailed structure of traffic demand management device 1>
Next, the details of the traffic demand management device 1 will be described. As shown in FIG. 1, the traffic demand management device 1 of this embodiment has a communication interface 11, a reception unit 12, a route generation unit 3, a route cost calculation unit 14, a route output unit 15, a map data storage unit 16, and route data. It includes a storage unit 17, a traffic data storage unit 18, and a demand forecast model storage unit 19.

Specifically, the traffic demand management device 1 is a computer 20 (information processing device) having a hardware configuration as shown in FIG. 2, a communication interface 11 shown in FIG. 1, and a control unit 21 (CPU 21a, It includes a ROM 21b, a RAM 21c), a display unit (display device) 22, an operation unit 23, a storage unit 24, and a bus 25 that connects them to each other. The CPU 21a reads the program code of the software that realizes each function shown in FIG. 1 from the ROM 21b and executes it. Variables, parameters, etc. generated during the arithmetic processing are temporarily written in the RAM 21c. For example, a liquid crystal display monitor is used in the display unit 22, and the result of processing performed by the computer 20 is displayed to the operator. For example, a keyboard, a mouse, or the like is used as the operation unit 23, and the operator can perform predetermined operation input and instruction using the operation unit 23. Since the above-mentioned operation realized by the hardware configuration shown in FIG. 2 is a well-known technique in the field of the information processing apparatus, specific processing inside the computer 20 will be omitted as appropriate below.

In the traffic demand management device 1 of the present embodiment, the CPU 21a shown in FIG. 2 has a program code for each of the reception unit 12, the route generation unit 13, the route cost calculation unit 14, and the route output unit 15 shown in FIG. It is realized by executing. Further, each of the map data storage unit 16, the route data storage unit 17, the traffic data storage unit 18, and the demand forecast model storage unit 19 shown in FIG. 1 is realized by the storage unit 24 shown in FIG. The storage unit 24 is provided with, for example, a plurality of storage devices (the types of each storage device may be different, such as a semiconductor memory and a hard disk), and stores each data in the corresponding storage device. Alternatively, the storage areas may be divided in one or a plurality of storage devices, and the respective data may be stored in the respective storage areas. In FIG. 1, the solid line shows the flow of data in the traffic demand management device 1, and the broken line shows the reference of information.

Regarding public transportation, it is possible to manage the usage demand of the entire public transportation and the usage demand by system or flight based on the OD traffic volume acquired from the transportation IC card collection system (not shown). .. Similarly, indoors, based on the OD traffic volume (number of migrants) at two predetermined points of moving objects such as humans indoors, the demand for using elevators and carts that move indoors, as well as by route and facility. You may try to manage the usage demand of. In either case, the route information for moving in the OD section is acquired from the operation planning device 3 and the route information providing device 4.

The communication interface 11 controls communication between the traffic demand management device 1 and the communication network 7, and via the communication network 7, the demand prediction device 2, the operation planning device 3, the route information providing device 4, and the traffic. Data can be transmitted and received to and from the information providing device 5, the terminal device 6, and the like.

The reception unit 12 interprets the request received from the operation planning device 3 or the terminal device 6 via the communication interface 11, and outputs the interpreted result to the route generation unit 13.

The route generation unit 13 refers to the map data of the map data storage unit 16 according to the OD information output by the reception unit 12, and searches for a plurality of routes from the start point O to the end point D. The route information searched here is composed of route data listing road links and route links, and attribute data such as the required time, toll, and distance of each link, and is stored in the route data storage unit 17.

The route cost calculation unit 14 reads a plurality of route information corresponding to the OD section from the route data storage unit 17. As the number of route choices increases, it becomes difficult to select a route. Therefore, if the number of routes is more than a predetermined number, a group is formed by evaluating the similarity of routes, such as calculating overlapping sections of routes, and representatives from each group. Select routes to reduce the number of routes and acquire multiple dissimilar routes. Further, the OD traffic volume (prediction value or planned value) is acquired from the demand forecast device 2 and the operation planning device 3, and the demand forecast model of the OD section is acquired from the demand forecast model storage unit 19 to handle the OD traffic volume. Calculate the variable values (required time, toll, etc.) of each route suitable for, and output a new route cost for management that appropriately distributes traffic demand. For example, when the required time is set as the route cost, the required time of the road link related to the route is read from the traffic data storage unit 18 that stores the required time of each road link, and each route cost (required time) is calculated. ..

The route output unit 15 outputs the route information acquired from the route cost calculation unit 14 to external devices such as the operation planning device 3 and the route information providing device 4 via the communication interface 11.

<Processing flowchart of traffic demand management system>
FIG. 3 is a flowchart for explaining the processing of each device in the traffic demand management system of the present embodiment shown in FIG. 1 in chronological order.

First, the public transportation operator, etc., receives the desired OD section and the traffic of the OD section or each route from the operation planning device 3 at the timing of updating the operation plan such as the operation route of the bus or railroad or the operation schedule. The demand is provided to the traffic demand management device 1 and the route information of the OD section is requested (step S301). At this time, the traffic demand provided from the operation planning device 3 to the traffic demand management device 1 is the planned traffic demand planned by the operating company or the like, or the predicted traffic demand acquired from the demand forecasting device 2.

Next, the traffic demand management device 1 that receives the request for the route information between the operation planning device 3 and the OD is a route suitable for handling a plurality of routes between the ODs and the OD traffic volume specified by the input traffic demand. The cost is calculated, route information including route data and attribute data is generated (step S302), and the route information is output to the operation planning device 3 (step S303).

Then, the operation planning device 3 that has acquired the route information from the traffic demand management device 1 creates and holds an operation plan such as the route, time, and number of vehicles of transportation means such as buses and railroads operating between ODs (step). S304).

After that, when the migrant executes a navigation application on the terminal device 6 such as a smartphone, communication between the terminal device 6 and the route information providing device 4 is started, and the migrant's departure place, destination, travel date and time, etc. The condition of the above is transmitted, and the route information providing device 4 is requested to answer the route information between the ODs (step S305).

Then, the route information providing device 4 that receives the request for the route information from the terminal device 6 interprets the contents, sets the start point O and the end point D on the road link or node of the map data (step S306), and operates. Request the OD section route from the planning device 3 (step S307).

The operation planning device 3 that has received the route request from the route information providing device 4 acquires the route information acquired from the traffic demand management device 1 and provides the held route information to the route information providing device 4 (step S308). Further, the route information providing device 4 provides the route information acquired from the operation planning device 3 to the terminal device 6 (step S309). Then, the terminal device 6 acquires route information from the route information providing device 4 (step S310), sets a plurality of routes included in the route information as route candidates, and executes route display, route guidance, and the like (step S311). ). Then, the migrant uses the terminal device 6 to transmit the route to be used or the route actually used (starting the route guidance) to the route information providing device 4 (step S312).

Although the subsequent processing is not shown, the route information providing device 4 aggregates the route selection results reported by each migrant, calculates the utilization rate of the provided information, calculates the route allocation rate, and the like. The process is executed, and the route selection result and the aggregation result are transmitted to the traffic demand management device 1. The traffic demand management device 1 evaluates the accuracy of the traffic demand predicted based on the route selection result, and updates the demand forecast model.

<Processing in the route generation unit 13>
FIG. 4 is a flowchart for explaining the route generation process by the traffic demand management device 1 in step S302 of FIG.

First, the route search unit of the route generation unit 13 reads the OD information passed from the reception unit 12 (step S41), refers to the road network data in the region from the map data storage unit 16 to the start point O to the end point D, and refers to the road network data. All routes that can move between ODs are searched, and the searched routes are stored in the route data storage unit 17 (step S42). If the processing load of the entire route search becomes large due to the scale of the road network data, the search range may be limited by targeting the frequently used roads in which the probe data exists. In this case, the traffic demand management device 1 acquires probe data from an external device such as the demand forecast device 2 or the operation planning device 3, or the map data storage unit 16 stores usage record information as attribute data of road data. , Refer to when searching for a route.

Next, the route classification unit of the route generation unit 13 reads the route data searched from the route data storage unit 17 and calculates the feature amount of each route (step S43). In the calculation of route features, various methods using road links, nodes, position coordinate values, etc. can be considered. For example, using the road link identification code (road link ID), the features of each route are vectorized by TF-IDF (Term Frequency, Inverse Document Frequency), and each route vector is treated as the feature quantity of the route.

Next, the route classification unit of the route generation unit 13 classifies the calculated feature amount of each route into a plurality of groups by using a classification method such as clustering (step S44). Each classified group is a collection of routes having similar route characteristics (for example, routes having a difference in route vectors smaller than a predetermined threshold value), and routes between different groups have low similarity in route characteristics (for example, routes having low similarity in route characteristics). The path whose difference between the path vectors is larger than a predetermined threshold value). After that, the representative route selection unit of the route generation unit 13 sets route selection conditions such as the shortest distance or the minimum required time, selects a route satisfying the conditions as a representative route from each group (step S45), and each of them. The representative route of the group is output as a route candidate for moving between ODs (step S46).

FIG. 5 is a flowchart for explaining a process of generating a route by using probe data in the route generation unit 13. Since the route generation process itself has much in common with FIG. 4, the points different from those in FIG. 4 will be mainly described below.

First, the route generation unit 13 reads the OD information from the reception unit 12 (step S41), and acquires the probe data between the ODs from an external device such as the demand forecasting device 2 (step S51). The probe data handled here is actual data (trip data on the map) of the movement locus from the starting point O to the ending point D. When a plurality of probe data can be acquired in step S51 (Yes in step S52), the route generation unit 13 reads each probe data as a route between ODs (step S53), and then, similarly to the flowchart of FIG. Processes for classifying routes based on the feature amount of each route and generating a plurality of routes are executed (steps S43 to S46). In this case, unlike the flowchart of FIG. 4, a route considering the actual usage situation is generated.

On the other hand, when a plurality of probe data cannot be acquired (No in step S52), the route generation unit 13 executes a process (steps S42 to S46) of searching all routes between ODs and generating a plurality of representative routes. To do. In this case, the route generation unit 13 generates a route equivalent to that generated in FIG.

<Processing in the route cost calculation unit 14>
FIG. 6 is a flowchart for explaining the route cost calculation process by the traffic demand management device 1 in step S302 of FIG.

First, the route cost calculation unit 14 reads the OD information via the route generation unit 13 (step S61), and receives the request for the route information between the ODs from the operation planning device 3 (step S301). Read the traffic demand (step S62).

After that, the route cost calculation unit 14 reads the plurality of routes generated by the route generation unit 13 (step S63), and refers to the demand forecast model between the ODs stored in the demand forecast model storage unit 19 (step S64). , The traffic demand and the route cost (set value in the route generation process) are given to the demand forecast model, the route cost satisfying the traffic demand is calculated, and the route cost is updated (step S65). Finally, the route cost calculation unit 14 outputs the updated route cost to the route output unit 15.

In step S65, for example, a demand forecast model between predetermined ODs is configured by the multiple regression model shown in (Equation 1).
_{V (Oa, Da) = X} 1a · W 1 + X 2a · W 2 + ··· + X ia · W i + W 0 ··· ( Equation 1)
V (Oa, Da): Traffic volume moving from O to D by _{means of transportation a (or route a) X ia} : Value of variable item i when using means of transportation a (or route a) Wi: Variable i item Weight parameter of i W ₀ : Constant Here, _{each of Xia} corresponds to the route cost. For example, moving traffic Y _a forecast model between OD as shown in (Equation 2), it shall be expressed in travel time X ₁ and the moving rates X _2.
Y _a = X _1a · W ₁ + X _2a · W ₂ + W ₀ ... (Equation 2)
Thus, moving time _{X 1a} of path a with between OD, mobile rates _{X 2a,} when the mobile traffic volume _{Y a} is given, the mobile fee _{X 2a} which satisfies the moving traffic volume _{Y a} by (Equation 3) Calculate and update as a new route cost.
_{X 2a = (Y a -X 1a} · W 1 -W 0) / W 2 ··· ( Equation 3)
FIG. 7 is a flowchart illustrating a modified example of the processing in the route cost calculation unit 14, and the route is routed by using the traffic information stored in the traffic data storage unit 18 between steps S64 and S65 in FIG. It is a flowchart which added the process of calculating the cost.

When the travel time is included in the model variable of the demand forecast model referred to in step S64 of FIG. 6 (Yes in step S71), the route cost calculation unit 14 determines the traffic information corresponding to each route (passage time information of each road link). Or speed information) is read from the traffic data storage unit 18 (step S73), the travel time of each route is calculated (step S73), the calculated travel time is set in the model variable of each route (step S74), and the route cost. The update process is executed (steps S65 to S66).

<Contents of route information and usage>
FIG. 8 is an example of route information output from the traffic demand management device 1 to the operation planning device 3 in step S303 of FIG. The route information output here includes the number of routes between ODs, the date and time, the route ID of each route, and each, which is effective for management that distributes the traffic volume to a plurality of transportation means and movement routes according to the traffic demand. It includes the traffic demand of the route, the travel charge, the travel distance, the travel time, and the road link ID that constitutes the route. The traffic demand for each route is the planned traffic demand acquired from the operation planning device 3 or the forecast traffic demand acquired from the demand forecasting device 2. Further, the travel charge, travel distance, and travel time of each route are hereinafter referred to as route costs of each route.

FIG. 9 is an example of the route information provided from the route information providing device 4 to the terminal device 6 in step S308 of FIG. In step S305, a plurality of route information is provided from the operation planning device 3 to the terminal device 6 via the route information providing device 4 for the OD section requested by the terminal device 6 to the route information providing device 4. As illustrated in FIG. 9, the route information provided in this way includes route identification information and travel charges (for example, expressway tolls, boarding tax), travel distances, travel times, as route costs for each route. In addition, a row of road links that make up the route is included. The route cost illustrated in FIG. 9 is an effective route cost for distributing the traffic volume, which is updated by the traffic demand management device 1.

The terminal device 6 displays the route information acquired from the route information providing device 4 on a display 6a such as a liquid crystal display so that the migrant can select any route, and moves between ODs based on the selected route. By providing detailed information such as more detailed maps and operation status, and by executing guidance, it is possible to promote changes in the behavior of migrants and adjust the traffic volume of each means of transportation and each travel route.

Further, in the operation planning device 3, route information is acquired from the traffic demand management device 1, and based on the route cost, the operation fee is changed or a discount is set according to the planned demand or the predicted demand. In this embodiment, the method of updating the travel charge as the route cost according to the demand is shown, but the same applies to other route costs such as the travel time. When updating the travel time, the operation planning device 3 can take measures for handling the planned or predicted traffic volume, such as adjusting the traveling speed between ODs and reducing the waiting time.

FIG. 10 is a display example of route information displayed on the display 6a of a terminal device 6 such as a car navigation system when a migrant moves using a road transportation network. As shown here, when the target section of traffic demand management is a road section from the current location A to the destination B, the traffic acquired via the route information providing device 4 is on the upper side of the display 6a of the terminal device 6. The generation route of the demand management device 1 and the route cost for each usage time zone (in this example, the usage fee and the required time) are displayed in association with each other. In addition, each route is graphically displayed on the lower side of the display 6a. It should be noted that each route displayed graphically may be associated with the route cost of each route and displayed.

At this time, regarding the usage fee, it is clearly stated for each time zone whether or not the usage fee is set to promote the adjustment of traffic demand according to the road congestion and the like. In this example, the "*" mark indicating "congestion adjustment" is attached to the time zone of 10:00, and the "*" mark is not attached to the time zone of 6:00. This is because the normal fare is uniformly applied to all routes during the time when congestion is not occurring at 6:00, and in order to disperse traffic demand during the time when congestion occurs at 10:00. , Indicates that different usage charges are applied for each route. In addition, in Fig. 10, incentives such as lowering the usage fee of the long-required road, XX road, and □□ road were set in order to avoid traffic concentration on the short-required △△ road, but the long-required route Even if the usage fee for a route with a short required time is raised instead of lowering the usage fee, the same effect of distributing the amount of exchange can be expected. As a result, the migrant can receive an incentive according to his / her own convenience, such as being able to move in a short time or at a low cost by selecting and moving a desired time zone and route.

On the other hand, FIG. 11 is a display example of route information displayed on the display 6a of a terminal device 6 such as a smartphone when a migrant can use a plurality of public transportations. Here, it is assumed that the target section of the traffic demand management is a section from A station to B station, and that there are a railroad use route and a bus use route as the means of transportation in that section. In this example, the "*" mark indicating "congestion adjustment" is attached to the time zone of 9:00, and the "*" mark is not attached to the time zone of 12:00. Therefore, the normal fare (180 yen for railroad use, 310 yen for bus use) without demand adjustment is applied to each route cost (here, fare) at 12:00 in the time zone when the demand is low. On the other hand, at 9:00, when demand is high, demand adjustments such as raising the fare for railroad use and lowering the fare for bus use routes are applied in order to encourage migrants so that demand does not concentrate on railroad use. As a result, the migrant receives an incentive according to his / her own convenience, such as being able to move in a short time or at a low cost by selecting the time zone and route to use public transportation and accompanying the execution action. be able to. The adjustment of the fare profit of each public transportation generated by the demand adjustment will be carried out among the public transportation.

As described above, according to the present invention, a plurality of routes between ODs are generated, and an effective route cost for distributing the traffic volume when using the routes is calculated. In the generation of multiple routes, all routes that can move between ODs are searched, the feature amount of each route is calculated, the routes are grouped based on the feature amount, and the representative route is selected from each group. Therefore, it becomes possible to obtain a plurality of dissimilar routes with less overlap of moving sections. That is, after obtaining a route option for diversifying the traffic demand between ODs, the route cost for handling the OD traffic volume or the distributed traffic volume to each route is calculated, and the traffic behavior is based on the route cost. It is possible to manage according to the traffic demand between ODs, such as providing information to promote the transformation of traffic and implementing traffic regulations.

As a result, according to the traffic demand management device of the present invention, a plurality of routes between the start point O and the end point D are searched for, including a route that is not the minimum cost route but is effective for distributing the traffic volume, and each route is searched. Is presented together with the route cost, so that an incentive can be given to the use of a route effective for the distribution of the traffic volume, and the traffic volume between the start point O and the end point D can be dispersed.

1 Traffic demand management device,
11 Communication interface,
12 Reception desk,
13 Route generator,
14 Route cost calculation unit,
15 Route output section,
16 Map data storage unit,
17 Route data storage unit,
18 Traffic data storage,
19 Traffic demand model storage,
20 computers,
21 Control unit,
21a CPU,
21b ROM,
21c RAM,
22 Display,
23 Operation unit,
24 Memory
2 Demand forecaster,
3 Operation planning device,
4 Information providing device,
5 Traffic information providing device,
6 Terminal device,
6a display,
7 Communication network

Claims (9)

It is a traffic demand management device that disperses traffic demand.
A reception unit that receives information on traffic demand and the starting points O and ending points D of the traffic demand,
A route generation unit that generates a plurality of routes from the start point O to the end point D,
A route cost calculation unit that calculates the route cost of each route that fluctuates according to the traffic demand,
A route output unit that outputs the generated route and the calculated route cost in association with each other,
A traffic demand management device characterized by being equipped with. In the traffic demand management device according to claim 1,
The route generation unit
A route search unit that searches for all routes between the start point O and the end point D,
A route classification unit that calculates the features of each searched route and classifies the routes into multiple groups based on the features.
A representative route selection unit that selects a representative route from each group,
A traffic demand management device characterized by having. In the traffic demand management device according to claim 2.
The route classification unit classifies each route into a plurality of groups based on a route vector that vectorizes the characteristics of each route searched by the route search unit.
The representative route selection unit is a traffic demand management device characterized in that a route satisfying a route selection condition is selected as a representative route from the routes included in each group. In the traffic demand management device according to claim 1,
The route cost calculation unit is based on the traffic demand from the starting point O to the ending point D, the traffic demand of each route from the starting point O to the ending point D, and the demand prediction model from the starting point O to the ending point D. A traffic demand management device characterized by calculating the route cost of each route. In the traffic demand management device according to claim 4,
The route cost calculation unit is a traffic demand management device characterized by calculating the route cost of each route based on the planned traffic demand or the predicted traffic demand. In the traffic demand management device according to claim 1,
The reception department further accepts the departure date and time,
The route cost calculation unit refers to the traffic information expected at the departure date and time, and based on at least one of congestion, congestion, degree of smoothness, speed, and transit time for each road section, the route cost of each route. A traffic demand management device characterized by calculating. In the traffic demand management device according to claim 1,
The route generation unit is a traffic demand management device that generates the route by referring to the regulation information of the road section input as the road information. In the traffic demand management device according to claim 1,
The route generation unit is a traffic demand management device characterized in that the route is generated with reference to past travel record data. It is a traffic demand management system that disperses traffic demand.
It has a traffic demand management device, an operation planning device, and a communication network that connects them to each other.
The traffic demand management device includes a reception unit that receives information on traffic demand and the start points O and end points D of the traffic demand from the operation planning device, and a route generation unit that generates a plurality of routes from the start point O to the end point D. A route cost calculation unit that calculates the route cost of each route that fluctuates according to the traffic demand, and a route output unit that associates the generated route with the calculated route cost and outputs the calculated route cost to the operation planning device. A traffic demand management system featuring.

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