JP2013256166A - Device for specifying thinned-out operation train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for specifying a thinned-out operation train capable of specifying a train which is thinned out such that passengers can be transported as many as possible preferentially without transfer to another means of transportation when a thinned out operation occurs.SOLUTION: When a thinned-out operation occurs, for a thinned-out candidate train, each number of operational passengers in an operation-impossible section is calculated by subtracting the number obtained by specifying and summing-up the number of passengers in the operation-impossible section from the number obtained by specifying and summing-up the number of passengers in an operation-possible section and, as the result, the candidate train of the fewest number of operational passengers is specified as a thinned-out objective train.

Description

  The present invention relates to a technique for identifying a train that performs a thinning operation in consideration of a passenger transfer situation.

  It is known that when an accident occurs in a transportation facility such as a train, the number of trains is reduced. For example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2000-95111) describes that a diamond change during a thinning operation is automatically realized.

JP 2000-95111 A

  If the train is suspended during the thinning operation, the passenger needs to transfer to a vacant vehicle such as a later train.

  An object of the present invention is to specify a train to be thinned out so that as many passengers as possible can be preferentially carried without being transferred when a thinning operation occurs.

  In order to solve the above-mentioned problem, when the information for identifying each train, the information for identifying the departure station, the information for identifying the destination station and the number of passengers stored in association with each other, and the thinning operation occur, Information on available sections, results data acquisition unit for acquiring information for specifying a plurality of evaluation target trains scheduled to be operated per unit time capable of operating one train, and departure station and purpose of the boarding / exiting personnel table When the station is within the received operable section, the section of the departure station and the destination station is specified as a second operable section, and when the destination station is outside the operable section, the departure station Each of the destination station and the destination section that can be operated as an inoperable section, and the number of passengers in each of the second operable sections are identified and added. Subtracting the total number of passengers in the non-operable section of the vehicle, subtracting the total number of people that can be operated for the evaluation target train, and specifying the evaluation target train with a small number of operable people as a thinning target train Part.

  Passengers can be transported without being transferred as much as possible during the thinning operation.

Overall configuration diagram of the operation planning system of this implementation Configuration diagram of the diagram management device in FIG. The flowchart which shows the operation | movement procedure at the time of the diagram management apparatus of FIG. 1 acquiring performance data The flowchart which shows the operation | movement procedure when the diamond management apparatus of FIG. The flowchart which shows the operation | movement procedure of the profit ensuring priority process of FIG. The flowchart which shows the operation | movement procedure of the profit impact evaluation process classified by train of FIG. The flowchart which shows the operation | movement procedure of the profit impact evaluation process according to station of FIG. A diagram representing the boarding / exiting personnel table A figure showing the boarding capacity table Diagram showing refund staff table Figure showing designated ticket release one item details table Figure showing available designated ticket table Figure showing designated ticket refund table Diagram showing profit impact table by train Figure showing the evaluation table by train The figure showing the sales information table according to station The figure showing the refund information table according to station Diagram showing temporary storage table A diagram representing the Pareto analysis (prior) table Diagram showing Pareto analysis (result) table Diagram showing profit impact rate table by station Diagram showing profit impact table 2 by train Figure showing train-by-train re-evaluation table

  Embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is an overall configuration diagram of an operation planning system. The operation plan system includes a train operation management system 100, an operation plan management device 401, and a network 300.
<Train operation management system>
The train operation management system 100 includes a central device 110, a station device 120 installed at each station, and an operation management network 130. The station device 120 outputs a control signal to the ground equipment 201 such as a traffic light, and acquires on-line position information (information about which train is currently on the track circuit unit) from the ground equipment 201. Then, the station device 120 transmits the train location information to the central device 110 via the operation management network 130. The operation management network 130 is a transmission path that connects the central apparatus 110 and the station apparatus 120, and includes an optical fiber network, a LAN, and the like.
<Central device>
The central device 110 includes a diagram management device 111, a console 112, and a train operation information providing server (train operation information providing device) 113.
<Diamond management device>
The diamond management device 111 acquires actual data that is actual train operation information from the station device 120 via the operation management network 130. This performance data is data including the train number of the train, arrival / departure / passage time of each station, and the like. The diagram management device 111 creates a change schedule as needed based on an instruction input from the console 112, reflects the train schedule on that day (reflects on the schedule scheduled for execution on the day, and transmits this schedule scheduled for execution on the day to the station apparatus 120.
<Console>
The console 112 is a device that inputs various instructions to the diagram management device 111 and displays a diagram created by the diagram management device 111. The operator of the diagram management apparatus 111 inputs various instructions for creating a diagram while viewing the information displayed on the console 112.
<Train operation information provision server>
The train operation information providing server 113 acquires the train arrival and departure time prediction values (predicted train operation information) from the diagram management device 111 and stores them. Then, in response to a request from the operation plan management device 401, the predicted value of the arrival and departure times is transmitted to the operation plan management device 401. The train operation information providing server 113 is realized by a Web server that can communicate via the network 300.
<Diamond management device>
The diamond management device 111 includes a storage unit such as a hard disk device, an arithmetic processing unit such as a CPU, a main memory used by the CPU for arithmetic processing, an input / output interface with the console 112 and the train operation information providing server 113, and an operation management network 130. A network interface for communication is provided. The storage unit 510 stores a diamond management program, and the CPU executes the diamond management program, thereby realizing each function in the processing unit 520 of the diamond management device 111.

  FIG. 2 is a diagram illustrating the configuration of the diagram management apparatus in FIG. The modified diamond creation unit, which is one of the functions of the diagram management apparatus 111, will be described in detail with reference to FIG. The diagram management apparatus 111 includes a storage unit 510, a processing unit 520, and an input / output unit 170.

  The change diagram creation unit 525 creates a change diagram 504 based on the operation arrangement input from the console 112, and stores the change diagram 504 in the storage unit 510. The operation arrangement input is a combination of parameters for the modified diagram creation unit 525 to create the modified diagram 504. The values of these parameters are the cause and status of the train delay, the train traveling method after the delay occurs (prioritized). It should be a value that takes into account the events that should be done (transportation priority, profit priority, etc.), train speeds expected to recover, and stopping time at each station.

  Next, each flowchart will be described with reference to FIGS. First, each data table (FIGS. 8 to 23) used when explaining the flowchart will be described.

  The boarding / alighting personnel table of FIG. 8 stores the number of passengers by section for each train. The boarding section is expressed by the departure station and the destination station. The table items include a handling date 801 indicating a date, a train number 802 for uniquely identifying a train, a departure station 803 and a destination station 804 indicating a boarding section, and a passenger 805 for each boarding section.

  The boardable personnel table of FIG. 9 is a table created based on the boarding / alighting personnel table of FIG. Of the records stored in the boarding / alighting personnel table, a record determined to be an operable section from the departure station / target station is stored in this table. Table items have the same contents as the boarding / exiting personnel table.

  The withdrawal staff table in FIG. 10 is a table created based on the boarding / alighting staff table in FIG. Of the records stored in the boarding / alighting personnel table, a record determined to be an inoperable section from the departure station / target station is stored in this table. Table items have the same contents as the boarding / exiting personnel table.

  The detailed information of the designated ticket that has been released is stored in the designated ticket sale case details table of FIG. As a table item, a handling number 1101 that uniquely identifies handling information, a handling date 1102 that indicates the date on which the designated ticket is used, a departure station 1103 and a destination station 1104 that indicate the use section of the designated ticket, and a train are uniquely identified. Train number 1105, car number 1106 for uniquely identifying the seat of the designated ticket, and seat number 1107.

  The usable designated voucher table in FIG. 12 is created from the designated voucher release single item detailed table in FIG. Of the records stored in the designated ticket release one-detail table, records that are determined to be operable sections from the departure station / target station are stored in this table. As table items, items from the date of handling to the destination station have the same contents as the designated ticket release single detail table. For the designated ticket number 1205 item, a value obtained by summing the corresponding records in the designated ticket sale one-by-one details table on condition of date of handling, train number, departure station, and destination station is stored.

  The designated ticket withdrawal table shown in FIG. 13 is created from the designated ticket release case details table shown in FIG. Of the records stored in the designated ticket release one-detail table, records that are determined to be inoperable sections from the departure station and destination station are stored in this table. As table items, items from the date of handling to the destination station have the same contents as the designated ticket release single detail table. As for the designated ticket number 1305, a value obtained by summing up the corresponding records in the designated ticket sale one-by-one details table on the condition of handling date, train number, departure station, and destination station is stored.

  The profit-by-train impact table of FIG. 14 is created from the boardable staff table of FIG. 9, the payout staff table of FIG. 10, the usable designated ticket table of FIG. 12, and the designated ticket refund table of FIG. Table items include date of service 1401 indicating the date of evaluation, train number 1402 that uniquely identifies the train, departure station 1403 and destination station 1404 that indicate the section, and the number of people that can ride the train Personnel 1405, Refund Personnel 1406 indicating the number of persons who have not been able to get on the train because it corresponds to an inoperable section, Refund Personnel 1406, Number of Specified Available Tickets 1407, Number of Specified Available Tickets, Unoperational Since it corresponds to a possible section, it has the items of the designated number of refunded tickets 1408 indicating the number of specified tickets to be refunded.

  The train-by-train evaluation table in FIG. 15 is a table in which the train-by-train profit impact table is compiled by train. The table items include a handling date 1501, a train number 1502, a passenger 1503, and a designated number of tickets 1504. As the number of boarding personnel / designated tickets, a value that takes into account the number of refunded personnel and the number of designated tickets refunded is stored. The calculation method of the stored value is as follows.

  Boarding personnel 1503 = Boardable personnel 1405-refund personnel 1406. Designated number of tickets 1504 = Available designated number of tickets 1407−Refund designated number of tickets 1408.

  The sales information table by station in FIG. 16 stores information on the number of sales and the sales amount for each station. The table items include a handling date 1601 indicating which month the sales are, a station code 1602 for uniquely identifying a station, a station name 1603, a sales number 1604 as sales information, and a sales amount 1605.

  The station-by-station refund information table of FIG. 17 stores information on the number of refunds and the refund amount for each station. The table items include a handling date 1701 indicating which month is refunded, a station code 1702 for uniquely identifying a station, a station name 1703, a refund number 1704 and a refund amount 1705 as refund information.

  The temporary storage table in FIG. 18 is a table in which the sales information table by station in FIG. 16 and the refund information table by station in FIG. Table items include a sales amount 1804 and a refund amount 1805 at each station.

  The Pareto analysis (preliminary) table in FIG. 19 is a table in which the profit amount is added to the temporary storage table in FIG. As a table item, there is a profit amount 1906 calculated by a sales amount 1904-a refund amount 1905. Note that this table is sorted in descending order of profit amount in the process of creation processing, and records are rearranged in descending order of profit amount.

  The Pareto analysis (result) table of FIG. 20 is created from the Pareto analysis (preliminary) table of FIG. As table items, handling date 2001, station code 2002, station name 2003, profit amount 2004, accumulated profit amount 2005 for storing the accumulated amount of profit amount, and cumulative composition ratio indicating the ratio of the accumulated profit amount to the total accumulated profit amount 2006 has a section 2007 for storing the result of the Pareto analysis. According to the Pareto analysis method, the upper 80% of the cumulative composition ratio is A class, 80 to 90% is B class, and 90 to 100% is C class.

  The station-specific profit influence rate table in FIG. 21 is a table that summarizes the classification of each station and the profit influence ratio for each station. As table items, there are a station code 2101 and a station name 2102 for uniquely identifying a station, a section 2103 obtained from the Pareto analysis (result) table of FIG. 20, and a profit-by-station rate 2104 obtained by converting the section into weights. The profit influence rate by station is set as “Category A: 1.5”, “Category B: 1.3”, and “Category C: 1.0”.

  The train-based profit impact table 2 in FIG. 22 is a result of multiplying the station-specific profit impact rate by the trainable personnel 1405, the withdrawal staff 1406, the usable designated ticket number 1407, and the refund designated ticket number 1408 of the train-specific profit impact table. Is a table storing. The multiplied results are stored in the table items (re) recruitable personnel 2210, (re) refundable personnel 2211, (re) available designated ticket number 2212, and (re) returned designated ticket number 2213, respectively.

  The train-by-train reevaluation table in FIG. 23 is a table in which the train-by-train profit impact table 2 is compiled by train. The table items include a handling date 2301, a train number 2302, a (re) passenger personnel 2303, and a (re) designated number of tickets 2304. As the (re) boarding personnel / (re) designated number of tickets, a value that takes into account the number of refunded personnel and the number of designated tickets refunded is stored. The calculation method of the stored value is as follows.

  (Re) boarding personnel 2303 = (re) boarding available personnel 2210-reimbursement personnel 2211. (Re) designated ticket number 2304 = (re) useable designated ticket number 2212- (re) refundable designated ticket number 2213.

  Hereinafter, the flowchart will be described. FIG. 3 is a flowchart showing an operation procedure when the diagram management apparatus of FIG. 1 acquires the performance data, and FIG. 4 is a flowchart showing an operation procedure when the diagram management apparatus of FIG. It is.

  First, the operation procedure when the diagram management apparatus 111 acquires performance data will be described with reference to FIG. 3 (see FIGS. 1 to 2 as appropriate).

  When the track record data acquisition unit 521 acquires track record data of the train via the input / output unit 170 (step S301), the track record data is sequentially recorded as the track record diagram 502 of the storage unit 510. Next, the delay time calculation unit 523 compares the scheduled execution schedule 501 with the actual schedule 502 and calculates the delay time of the train (step S302). Then, this delay time is output to the train operation state prediction unit 524. The calculation of the delay time may be performed every time performance data is input, or may be performed at a different period.

  The train operation state prediction unit 524 predicts the arrival and departure times of the train based on the delay time and the scheduled execution schedule 501 on the day (step S303). If there is a modified diagram 504 created by the modified diagram creation unit 525, the arrival time of the train is predicted with reference to the modified diagram 504. Then, the train operation state prediction unit 524 outputs the predicted arrival and departure times to the train operation information provision server 113 via the input / output unit 170 (step S304).

  Next, an operation procedure when the diagram management apparatus 111 acquires a driving arrangement input will be described with reference to FIG. 4 (see FIGS. 1 to 3 as appropriate).

  When the change diagram creation unit 525 receives an operation arrangement input from the console 112 via the input / output unit 170 (step S401), the change diagram creation unit 525 performs each process based on the operation arrangement input (step S402) and creates the change diagram 504. (Step S403). Then, the created change diagram 504 is stored in the storage unit 510.

  When the train operation state prediction unit 524 detects that the change diagram 504 is stored, the train operation state prediction unit 524 predicts the arrival and departure times based on the change diagram 504 and the scheduled execution schedule diagram 501 (step S404). At this time, if the delay time is output from the delay time calculation unit 523, the arrival / departure time is predicted together with the delay time. Then, similarly to step S304 in FIG. 3, the predicted arrival / departure time is output to the train operation information providing server 113 via the input / output unit 170 (step S405).

  In this manner, the diagram management device 111 promptly outputs the latest arrival / departure time (predicted value of arrival / departure time) to the train operation information providing server 113 when a delay time occurs and when a driving arrangement input is made. To do.

  FIG. 5 is a flowchart showing an operation procedure of profit securing priority processing (step S402) that is operated when “profit securing priority” is input in the operation arrangement type (step S401) of FIG. In the embodiment, the operation arrangement type is input, but the present invention is not limited to this, and the process of specifying the thinned train may be started regardless of the input.

  First, the concept of profit securing processing will be described. The profit securing process is a process of evaluating and selecting from the viewpoint of “running the train with the smallest profit loss” among the trains scheduled to run within a certain time, which is an operation interval, and outputting the corresponding train. .

  Although this embodiment expresses profit loss, it is not limited to this. Profit loss here refers to a situation where many passengers are transferred to a subsequent train or the like by thinning-out driving. They try to prevent it as much as possible, and try to preferentially transport them by minimizing the transfer of passengers originally on the train to other trains.

  The details of the profit securing priority process will be described with reference to FIG. 5 (see FIGS. 1 to 4 as appropriate). First, a reference system time is acquired from the diagram management apparatus 111 (step S501). Based on this time, train diagram information is acquired from the storage unit 510 of the diagram management device 111 (step S502). Next, the performance data acquisition unit acquires, from the train operation information providing server 113, an operation interval that is a condition for performing each profit impact evaluation process (step S505, step S507) (step S503). In this case, information specifying a train that can travel during an operation interval in which one train can travel may be acquired. Similarly, an operable section is acquired (step S504). After acquiring the above conditions, a train-specific profit impact evaluation process (step S505) is performed.

  The train-specific profit impact evaluation process will be described with reference to FIG. It is assumed that a plurality of trains are running for a certain period of time, but only one of the trains can be operated due to a disruption of time due to an accident or the like. These multiple trains are called evaluation target trains here. The purpose of this processing is to evaluate the “passenger personnel” and “designated number of tickets” for each train to be evaluated, and to identify a thinned train that minimizes profit loss. Although the thinning train is specified here, the train to be operated may be specified. The trains to be evaluated are trains that were scheduled to travel within a certain period of time called the operation interval. The operation interval here refers to an interval at which one train can be operated when a diamond disturbance occurs. For example, when the operation interval is 20 minutes, it is assumed that the trains scheduled to travel between 7:00 and 7:20 at the normal time are three trains 001, 002, and 003. In this case, the evaluation target trains are these three trains, and are selected as trains that operate one train from these three trains. In a specific example to be taken up in the future, the train 001, 002, 003 is described as an evaluation target train.

  In the evaluation process, first, in order to evaluate the boarding personnel, the boarding / alighting personnel table is read (step S601). Considering the load of the reading process, only the date 801 to be evaluated and the train 802 to be evaluated are extracted and read. Since the data of all the trains scheduled to travel are stored in the loading / unloading personnel table, the load at the time of reading can be reduced by limiting the extracted records. As a specific example, this time, the handling date is 20120101, and records of trains 001, 002, and 003 that are evaluation trains are extracted. A read target record and a non-target record are specifically shown using FIG.

  A boardable staff table 900 and a refund staff table 1000 are created from the loaded boarding person table (step S602). In the present embodiment, the boarding-capable personnel table 900 and the withdrawal staff table 1000 are created, but these may be temporarily stored in a storage device such as a memory.

As a condition for creation, an operable section acquired from the train operation information providing server 113 is used. The drivable / impossible section identifying unit identifies a section that can be operated if it is within the operable section acquired by the departure station 803 and the destination station 804 of the boarding / exiting staff table, and records the record to the boardable staff table 900. If the destination station is outside the acquired serviceable section, it is identified as a non-operational section and stored in the refund personnel table 1000. This is a process that takes into account that passengers who are scheduled to board the inoperable section are forced to withdraw their tickets. Also, since the refund will return the amount once sold to the customer, it is considered here as profit loss. Refunds are also considered a loss because they ultimately reduce the number of people transported.
The above process will be described using a specific example. First, an operable section, which is a condition for creating a table, will be described. It is assumed that an accident has occurred between station C and station D on the route from station A to station J. Therefore, it is assumed that the train is turned back from station A to station C and suspended after station D. In this case, the operable section is the A to C station. In the following specific examples, A station to C station are considered as operable sections.
A method of creating the boardable staff table and the refund staff table will be described with reference to FIGS. The operable section this time is from station A to station C. The records corresponding to the operable sections in the boarding / alighting personnel table in FIG. 8 are those in which the departure station and the destination station are in AC. Therefore, these records are extracted from the boarding / alighting personnel table of FIG. 8 and stored in the boarding-capable personnel table of FIG. In addition, records including stations after station D as departure and destination stations are inoperable sections. Therefore, these records are extracted from the boarding / alighting personnel table of FIG. 8 and stored in the withdrawal personnel table of FIG.

  Next, in order to evaluate the number of designated tickets, the designated ticket release one-detail table 1100 is read (step S603). In consideration of the processing load, this reading is also performed by extracting only the date 1102 for performing the evaluation and the train 1105 to be evaluated. Since the designated ticket release details table for the designated ticket to be read stores the designated ticket release data for all trains scheduled to travel, the load at the time of reading can be reduced by limiting the extracted records. An available designated ticket table 1200 and a designated ticket refund table 1300 are created from the read designated ticket release single detail table (step S604). The number of designated tickets (1205, 1305) in each table created is the sum totaled on the condition of the date of handling 1102, train number 1105, departure station 1103, and destination station 1104 in the designated ticket release case details table. Stored.

  The value stored in the designated number of tickets will be specifically described with reference to FIGS. Referring to the second record of the usable designated ticket table in FIG. 12, a value of 7 designated tickets is stored. This indicates that there are seven designated tickets sold on the train 001 in the operation section A to B on January 1, 2012. The value of 7 designated tickets is the sum of the number of records with the train number 001 and the operation section from station A to station B on January 1, 2012 in FIG. The records corresponding to the above are the record numbers 16 to 22 assigned in FIG. As described above, the total value is stored in the designated number of tickets, with the handling date, train number, and operation section as conditions.

Moreover, the creation processing of the usable designated ticket table and the designated ticket refund table is performed on the condition that the available section acquired from the train operation information providing server 113 is the same as when the personnel table is created. It is determined whether the train can be operated from the departure station and the destination station, and if it is an operable section, it is stored in an available designated ticket table, and if it is an inoperable section, it is stored in a designated ticket refund table.
The above process will be described with reference to FIGS. 11, 12, and 13. The operable section this time is from station A to station C. The records corresponding to the operable section in the designated ticket release single detail table in FIG. 11 are record numbers 1 to 15, 16 to 22, and 38. Therefore, the records of these record numbers 1-15, 16-22, and 38 are extracted from the detailed table of the designated ticket sale in FIG. 11 and totaled on the condition of handling date / train number / departure station / target station, and used in FIG. Store in the possible designated ticket table. As a specific example, the record numbers 1 to 15 shown in FIG. 11 corresponding to the operable section will be described as an example, and when these records are summed up with the handling date, the train number, the departure station, and the destination station as a condition, it is 15. As described above, 15 indicates the number of designated tickets that can be used. The designated number of tickets, the date of handling, the train number, the departure station, and the destination station are stored together in FIG. 12 (corresponding to the first record in FIG. 12).
In addition, records including stations after station D as departure and destination stations are inoperable sections. The records corresponding to the inoperable section in the designated ticket release single detail table in FIG. 11 are record numbers 23 to 33 and 34 to 37. Therefore, records with these record numbers 23-33 and 34-37 are extracted from the detailed table of the designated ticket release in FIG. 11 and totaled on the condition of handling date / train number / departure station / target station. Store in a table. As a specific example, the record numbers 34 to 37 in FIG. 11 corresponding to the inoperable section will be described as an example, and when these records are totaled on the condition of handling date, train number, departure station, and destination station, the result is 4. As described above, 4 is the number of designated tickets to be refunded. The designated number of tickets, date of handling, train number, departure station, and destination station are stored together in FIG. 13 (corresponding to the second record in FIG. 13).

In order to evaluate each train to be evaluated based on the “passenger number” and “number of designated tickets”, the profit impact table for each train is based on the above-mentioned boardable staff table, refunded staff table, usable designated ticket table, and designated ticket refund table. 1400 is created (step S605). In the present embodiment, the train-specific profit impact table 1400 is created from the boardable personnel table, the refundable personnel table, the usable designated ticket table, and the designated ticket refund table. However, the present invention is not limited to this. It may be stored in a storage device such as a memory. This table is obtained by merging the four tables with the handling date 1401, train number 1402, departure station 1403, and destination station 1404 as keys. Evaluation is performed on each train based on this table (step S606). To evaluate each train, first evaluate the number of passengers. The thinning-out train specifying unit specifies a train (operating train) having a high evaluation with a high evaluation of “a train with many passengers”. Moreover, it is good also as specifying a train with few boarding numbers as a thinning-out train. At this stage, if there is a train with the same number of passengers, the evaluation is performed with the specified number of tickets. In this embodiment, the number of designated tickets is evaluated after the evaluation of passengers, but the present invention is not limited to this, and may be evaluation of passengers or evaluation of the number of designated tickets.
As a supplementary explanation, the number of passengers and the number of designated tickets will be explained below.

  The number of passengers is calculated considering the refunded passengers. Calculated as “Boarding personnel = Persons who can board the vehicle – Reimbursed personnel”. As a specific example, FIG. 14 shows a calculation example using a profit impact table for each train. “Boarding personnel = (23 + 12 + 5) − (13 + 15 + 3) = 9” As described above, calculation is performed in consideration of the payout personnel.

  The number of designated tickets is calculated considering the refunded designated tickets. Calculated as “Number of designated tickets = Number of usable designated tickets−Number of designated tickets to be refunded”. As a specific example, FIG. 14 shows a calculation example using a profit impact table for each train. “Specified number of tickets = (15 + 7 + 1) − (11 + 4) = 8” As described above, calculation is performed in consideration of the number of designated tickets to be refunded.

  The reason for considering refunded passengers and designated tickets is that the evaluation in terms of minimizing profit loss is not enough from the viewpoint of “there are many people who can ride” and “the number of designated tickets that can be used”. Because there is. As mentioned earlier, refunds are refunded to passengers once sold (meaning a reduction in the number of passengers), so here we consider it as profit loss. Therefore, when evaluating from the viewpoint of minimizing profit loss, it is necessary to use a value in consideration of the passengers and designated tickets that have been refunded, that is, a value obtained by subtracting them. Based on the above, use the number of passengers / designated tickets taking into account refunds when evaluating trains.

  When there is a train having the same number of passengers and designated tickets at the stage when the train evaluation is completed, the thinned-out train specifying unit shifts to a station-specific profit impact process (step S506). If there is no train of the same evaluation, the selected train is output as a running train and the process is terminated (step S508). However, the present invention is not limited to this, and a train with a small number of passengers / designated tickets may be specified as a thinned train.

  This will be specifically described using FIG. 15 by train evaluation table. First, evaluation is performed from the viewpoint of “a train with many passengers”. Since a train with a large number of passengers is evaluated highly, train 001.003 with 134 passengers is selected at this stage, and train 002 is excluded from the evaluation target. Next, evaluation is performed from the viewpoint of “a train with a large number of designated tickets”. However, in the case of this example, the number of designated tickets for train 001.003 is the same as 89. Therefore, the evaluation is not completed at this stage. Therefore, it shifts to the profit impact process according to station, and re-evaluates these trains 001.003. If there is only one train selected at this stage, the thinning-out train specifying unit specifies a train with a large number as a running train. Further, the processing may be terminated by specifying a train with a small number of trains as a thinning train and outputting it.

  The station-specific profit impact process will be described with reference to FIG. The purpose of this process is to re-evaluate trains of the same evaluation using the profit impact rate. The profit influence rate is derived from the “profit amount” calculated from the sale amount and the refund amount of each station.

  First, in order to calculate the profit influence rate for each station, the station-specific sales information table 1600 and the station-specific refund information table 1700 are read (steps S701 and S702).

  A Pareto analysis (preliminary) table 1900 is created based on the read information (step S703). The profit amount 1906 stored in the pareto analysis (preliminary) table is calculated from the sales amount 1804-the refund amount 1805. The calculation method will be described using the record of station A in the temporary storage table of FIG. 18 as a specific example. The profit amount is 106,600-5,600 = 101,000. This table is sorted in descending order using the profit amount as a key during the creation process.

  Next, a Pareto analysis (result) table is created from the created Pareto analysis (prior) table (step S705). The Pareto analysis (result) table has, as an item, a cumulative component ratio 2006 that serves as an evaluation standard when performing the Pareto analysis. According to the Pareto analysis method, the top 80% of the cumulative composition ratio is class A, 80-90% is class B, and 90-100% is class C. This result is stored in a section 2007 of the Pareto analysis (result) table.

  From the above result, a station-specific profit impact rate table 2100 is created (step S706). In the creation process, the classification is converted into a weight of the profit influence rate, and is stored in the station-specific profit influence rate table as the station-specific profit influence rate item 2104. The profit influence rate by station is set as “Category A: 1.5”, “Category B: 1.3”, and “Category C: 1.0”.

  With the processing up to this point, the profit-by-station profit impact rate necessary to carry out the reevaluation of the train was calculated. Next, a re-evaluation method using this profit influence rate will be described.

  First, the train-specific profit impact table 22200 is created by multiplying the train-specific profit impact table used in the train-based profit impact evaluation process by the station-specific profit impact rate (step S707). This table stores the result of multiplying “Effective number 2205”, “Refund number 2206”, “Number of usable designated tickets 2207”, “Number of designated designated tickets 2208” by station-specific profit influence rate 2209. . The storage locations are “(re) recyclable personnel 2210”, “(re) refundable personnel 2211”, “(re) available designated ticket number 2212”, and “(re) refunded designated ticket number 2213”, respectively.

  Further, the profit influence rate for each station to be multiplied is determined from the departure station 2203. This is because it is determined at the departure station whether the passenger can get on the target train. The train-specific profit impact table 2 will be specifically described with reference to FIG. Taking the first record as an example, the departure station is station A. Station A has an impact rate of 1.5 when the station-specific profit impact rate table of FIG. 21 is referred to. Therefore, this value is stored in the profit impact rate 2209 for each station. Next, it is (re) number of passengers that can be ridden-(re) number of designated refund tickets. This will also be described by taking the first record as an example. Since the station-based profit impact rate of 1.5 is multiplied, the calculation method for each item is as follows. (Re) boarding capacity = 23 x 1.5 = 34.5, (re) refunding staff = 0 x 1.5 = 0, (re) number of designated tickets available for use = 15 x 1.5 = 22.5, (Re-) Refund specified number of tickets = 0 × 1.5 = 0. With the above calculation method, the value is stored in (re) number of rideable persons to (re) number of designated refund tickets.

  Re-evaluation is performed for each train based on the created profit-by-train impact table 2 (step S708). In the re-evaluation, first, the (re-) passengers are evaluated as in the case of the train evaluation (step S606) of the profit impact processing for each train. As for evaluation, “(re) train with many passengers” is rated high. At this stage, if there is a train with the same (re) boarding personnel, the evaluation will be performed with the (re) designated number of tickets. In the evaluation, “a train with many (re) designated tickets” is rated high. A train is selected and output from the evaluation result, and the process is terminated (step S508).

  The (re) passengers are calculated taking into account the passengers who have been refunded. Calculated as (re) boarding staff = (re) boarding capacity-(re) withdrawal staff.

  The number of (re) designated tickets is calculated in consideration of the refunded designated tickets. Calculated as (re) designated number of tickets = (re) useable designated number of tickets-(re) designated number of refunds.

  The reason for considering the refunded passengers and the designated tickets is the viewpoint that “there are many people who can ride” and “the number of designated tickets that can be used” are the same as the train evaluation (step S606) in the profit impact processing by train of FIG. This alone is due to insufficient evaluation in terms of minimizing profit loss. Here, refund is considered profit loss. Therefore, when re-evaluating from the viewpoint of minimizing profit loss, it is necessary to use a value that takes into account these refunded passengers and designated tickets for re-evaluation. Based on the above, when re-evaluating trains, use (re) passenger / (re) designated number of tickets considering refunds.

  The reevaluation method will be specifically described with reference to FIG. First, the train 001.003 is evaluated from the viewpoint of “(re) boarding personnel”. Train 001 has 167 people and train 003 has 126 people. (Re) Since trains with more passengers are selected, train 001 is selected at this stage and output as a service train. In addition, only when the (re) passenger number is the same, the reevaluation is performed with the (re) designated number of tickets, and the operating train is specified. Moreover, it is not limited to this, It is good also as what outputs a thinning train.

  The subsequent processing will be described with reference to FIG. A change diagram 503 is created from the service train output in the profit securing process (step S403). Then, the created change diagram 503 is stored in the storage unit 510. In this manner, the diagram management device 111 promptly outputs the latest arrival / departure time (predicted value of arrival / departure time) to the train operation information providing server 113 when a delay time occurs and when a driving arrangement input is made. To do. According to the system described above, it is possible to derive an operation plan that minimizes profit loss even when the train is delayed and the schedule is disturbed. Further, the diagram management apparatus 111 and the train operation information providing server 113 according to the present embodiment can be realized by a program for executing the processing as described above, and the program can be read by a computer-readable storage medium (CD- ROM or the like) and can be provided. It is also possible to provide the program through the network 300.

100: Train operation management system 110: Central device 111: Diamond management device 112: Console 113: Train operation information providing server (train operation information providing device)
120: Station device 121: Route control device 122: Interlocking device 130: Operation management network 170: Input / output unit 201: Ground equipment 300: Network 401: Operation plan management device 501: Implementation schedule diagram 502: Actual diagram 503: Change diagram 510: Storage unit 520: Processing unit 521: Performance data acquisition unit 523: Delay time calculation unit 524: Train operation state prediction unit 525: Change diagram creation unit

Claims (4)

Information for identifying each train, information for identifying the departure station, information for identifying the destination station, and a boarding / alighting personnel table that associates and stores the number of passengers,
When a thinning operation occurs, information on an operable section and a result data acquisition unit that acquires information for identifying a plurality of evaluation target trains that are scheduled to be operated per unit time in which one train can be operated;
When the departure station and the destination station of the boarding / alighting staff table are within the received operable section, the section of the departure station and the destination station is specified as a second operable section, and the destination station is the operable section. If it is outside, the driving / impossible section specifying unit for specifying the sections of the departure station and the destination station as non-operable sections,
The number of passengers in each second operable section is identified and added, and the total number of passengers in each of the non-operable sections is subtracted to obtain the number of persons that can be operated for the evaluation target train. A thinning train specifying unit for calculating and specifying the evaluation target train with a small number of operable persons as a thinning target train;
A thinning-out train specifying device characterized by comprising: The thinning-out train specifying device according to claim 1,
In addition, a specified ticket release single item detail table that stores information identifying each train, information identifying the departure station, and the number of designated tickets identifying the destination station,
Subtract the sum of the number of the designated tickets in the inoperable section from the sum of the number of the designated tickets in the second operable section specified in the specified ticket release one-detail table And calculating the number of designated tickets for each of the evaluation target trains, and when the number of operable persons is equal, a thinned train identifying unit that identifies the number of designated tickets as a thinning target train,
A thinning-out train specifying device characterized by comprising: The thinning-out train specifying device according to claim 2,
Furthermore,
Sales information table by station that stores the sales amount for each station,
A refund information table for each station that stores the refund amount for each station;
Stores the croup and the station-specific profit impact rate table that stores the station-specific profit impact rate, which is a coefficient corresponding thereto.
When the train-thinning specifying unit has the number of operable tickets equal to the number of designated tickets for the evaluation target train, the sales amount of each station specified in the station-specific sales information table and the station-specific refund information table The profit amount of each station is calculated from the difference of the refund amount stored in the station, and the stations are divided into the groups by Pareto analysis based on the profit amount, and the profit by station determined by the station-specific profit impact table for each group. Identify the influence rate, multiply the specified station-specific profit impact rate corresponding to the departure station by the number of passengers on each route and the number of designated tickets, respectively, the number of people who can operate, the number of designated tickets A thinning-out train identifying device characterized by Storing the information for identifying each train, the information for identifying the departure station, the information for identifying the destination station, and the number of passengers in the boarding / alighting personnel table;
When the thinning operation occurs, obtaining information for an operable section and information for identifying a plurality of evaluation target trains scheduled to be operated per unit time capable of operating one train;
When the departure station and the destination station of the boarding / alighting staff table are within the received operable section, the section of the departure station and the destination station is specified as a second operable section, and the destination station is the operable section. If outside, identifying the sections of the departure station and the destination station as inoperable sections,
The number of passengers in each second operable section is identified and added, and the total number of passengers in each of the non-operable sections is subtracted to obtain the number of persons that can be operated for the evaluation target train. Calculating and identifying the evaluation target train with a small number of operable persons as a thinning target train;
A thinning-out train identification method characterized by comprising:

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