JP2016168970A - Evaluation system and method for evaluating operation information - Google Patents

Abstract

PROBLEM TO BE SOLVED: To evaluate a diagram in real time at a high speed by taking disutility to passengers into consideration.SOLUTION: An evaluation system for evaluating operation information of transport includes: a storage part 16 for storing transport user information 31 storing a use history of transport by passengers and movement pattern information 33 for storing a movement route corresponding to an entrance station and an exit station; a passenger flow matrix generation part 21 for estimating arrival times of the passengers to each route with reference to the transport user information 31 and the movement pattern information 33, and generating a passenger flow matrix obtained by digitizing or mathematically modeling the number of persons or the probability that passengers use between respective stations in each route, each time zone of arrival times and each entrance station; and a diagram evaluation part 22 for estimating the number of passengers getting on transport by using the passenger flow matrix and the transport operation information, and calculating the disutility of the passengers.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an evaluation system for evaluating operation information of transportation facilities.

  Transportation such as buses and railways is operated based on planned schedules (operational information). However, if the operation stops due to a transportation failure or disaster, and the timetable is disrupted, the timetable is changed to reduce the influence on passengers and to quickly return to normal operation. At this time, it is necessary to create an optimal diamond plan in consideration of passenger flow.

  As a background art of the present technology, there is International Publication No. 2014/073412 (Patent Document 1). Patent Document 1 discloses an operation schedule evaluation apparatus 1 having a passenger flow calculation unit and a power consumption calculation unit, and the passenger flow calculation unit relates to operation schedule information of each train, and entrance and exit of passenger stations. Based on the passenger information, passenger flow information relating to passenger flow by train transportation is created, and the power consumption calculation unit includes passenger flow information and operation diagram information created by the passenger flow calculation unit, vehicle information of each train, and The number of passengers or boarding rate of each train is calculated based on the above, and the power consumption per unit time of each train reflecting the number of passengers or the vehicle weight according to the boarding rate is described. ing.

International Publication No. 2014/073412

  When the schedule is evaluated by the method described in Patent Document 1, a boarding train is allocated to each passenger, the time required for each passenger is calculated, and the operation schedule is evaluated. Therefore, the calculation time depends on the number of passengers. Increase. Further, since the diamond evaluation process is performed for each diamond plan to be evaluated, the calculation time increases depending on the number of diamond plans. When an abnormality occurs, it is necessary to promptly determine a correction diamond, and it is a problem to evaluate many passenger flows and multiple diamond plans at high speed.

  Therefore, the present invention aims to evaluate a plurality of schedules at high speed without depending on the number of passengers.

  A typical example of the invention disclosed in the present application is as follows. That is, it is an evaluation system that evaluates transportation operation information, and transportation user information in which a history of passengers using transportation is recorded, and a movement route between an entrance station and a departure station are recorded. A storage unit for storing movement pattern information, and referring to the transportation user information and movement pattern information, estimating the arrival time at the boarding position of the passenger train, the route, the time zone of the arrival time, and the entrance station Passenger flow matrix generation unit that generates a passenger flow matrix represented by the number of passengers that use between each station for each station, and the passenger flow matrix and the operation information are used to estimate the number of passengers in the transportation system and invalidate passengers An evaluation unit for calculating a value.

  According to a typical embodiment of the present invention, it is possible to evaluate a diamond at high speed in consideration of passenger invalidity. Problems, configurations, and effects other than those described above will become apparent from the description of the following embodiments.

It is a figure which shows the structure of the diamond evaluation apparatus which concerns on the Example of this invention. (A) is a figure which shows the structural example of the transportation user information which concerns on a present Example, (B) is a figure which shows the structural example of the transportation operation information which concerns on a present Example, (C) is this It is a figure which shows the structural example of the movement pattern information which concerns on an Example. (A) is a figure which shows the structural example of the passenger flow matrix which concerns on a present Example, (B) is a figure which shows the structural example of the passenger flow data which concerns on a present Example. It is a figure which shows the concept of the numerical formula model which concerns on a present Example. It is a figure which shows the relationship between the transportation capacity of the route which concerns on a present Example, and a detour passenger. It is a flowchart of the passenger flow matrix production | generation process which concerns on a present Example. It is a flowchart of the diamond evaluation process which concerns on a present Example. It is a figure which shows an example of the input diagram concerning a present Example. It is a figure which shows the structural example of the passenger boarding pattern which concerns on a present Example, (A) is a passenger boarding pattern of the train A, (B) is a passenger boarding pattern of the passenger who transfers from the train A to the train B, (C) is a train. The passenger boarding pattern of B is shown. (A) It is a figure which shows the structural example of the diamond evaluation result (train) which concerns on a present Example, (B) is a figure which shows the structural example of the diamond evaluation result (whole) which concerns on a present Example. It is a figure which shows an example of the menu screen which concerns on a present Example. It is a figure which shows an example of the diamond evaluation screen which concerns on a present Example. It is a flowchart of the correction diamond evaluation process which concerns on a present Example. It is a figure which shows an example of the extended diamond evaluation screen which concerns on a present Example.

<Example 1>
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, description will be given mainly as an example of a railway station, but the scope of application of the present invention is not limited to a railway station, but a public transportation that operates at a predetermined time (for example, a route bus) It can also be applied to ships, aircraft, etc.).

(Diamond evaluation device)
FIG. 1 is a diagram illustrating a configuration of a diagram evaluation apparatus 1 according to the present embodiment.

  The diamond evaluation device 1 is configured by a general computer system, and includes a central control device 11, an input device 12, an output device 13, a communication device 14, a main storage device 15, and an auxiliary storage device 16. These components are connected to each other by a bus.

  The central control device 11 is a processor that executes a program stored in the main storage device 15. The input device 12 is a user interface (for example, a keyboard, a mouse, etc.) for an operator to input data and instructions to the diagram evaluation device 1. The output device 13 is a user interface (for example, a display, a printer, etc.) for presenting the execution result of the program to the user.

  The main storage device 15 includes a ROM that is a nonvolatile storage element and a RAM that is a volatile storage element. The ROM stores an immutable program (for example, BIOS). The RAM is a high-speed and volatile storage element such as a DRAM (Dynamic Random Access Memory), and temporarily stores a program stored in the auxiliary storage device 16 and data used when the program is executed. Specifically, the main storage device 15 stores a program for realizing the passenger flow matrix generation unit 21 and the diamond evaluation unit 22. Henceforth, the description with “XX part” as the main means that the central control device 11 reads the program from the auxiliary storage device 16, loads it into the main storage device 15 and executes it, thereby realizing the function of the program. .

  The auxiliary storage device 16 is a large-capacity non-volatile storage device such as a magnetic storage device (HDD) or a flash memory (SSD). The auxiliary storage device 16 stores a program executed by the central control device 11 and data used when the program is executed. Specifically, the auxiliary storage device 16 stores transportation user information 31, transportation operation information 32, movement pattern information 33, a passenger flow matrix 34, and a diagram evaluation result 35.

  The diamond evaluation apparatus 1 is connected to an external system 2 and an external server 3 via a network 4 so as to be able to communicate with each other.

  The program executed by the central control device 11 is provided to the diagram evaluation device 1 via a removable medium (CD-ROM, flash memory, etc.) or the network 4 and stored in the auxiliary storage device 16 which is a non-temporary storage medium. . For this reason, the diamond evaluation apparatus 1 may have an interface for reading data from a removable medium.

  The diagram evaluation apparatus 1 of the present embodiment is a computer system configured on a single computer or a plurality of computers configured logically or physically, and separately on the same computer. It may operate on a thread, or may operate on a virtual computer constructed on a plurality of physical computer resources.

(Transportation user information)
FIG. 2A is a diagram illustrating a configuration example of the transportation user information 31.

  The transportation user information 31 includes an entry time column 101, an entry time column 102, a transportation facility column 103, an entry station column 104, and an entry station column 105. In the entry time column 101, the entry time when the user passes through the ticket gate and enters the station is recorded, and in the entry time column 102, the entry time when the user passes through the ticket gate and enters the station is recorded. . In the transportation field 103, the name of transportation used by the user is recorded. The name of the station where the user entered is recorded in the entry station column 104, and the name of the station where the user entered is stored in the entry station column 105.

(Transportation operation information)
FIG. 2B is a diagram illustrating a configuration example of the transportation operation information 32.

  The transportation operation information 32 includes a transportation field 111 and train arrival fields 112-115. The train number is recorded in the transport field 111. In the train arrival columns 112 to 115, the arrival times of the trains at each station are stored.

  The transportation operation information 32 is information in which the departure time and arrival information for each train station is recorded, and is usually referred to as a diagram. In addition, even if the arrival information of a train is not recorded in the transportation operation information 32, the departure time may be recorded, or both the departure time and the arrival time may be recorded. In addition, the transportation operation information 32 includes information on planned schedules that have been planned in advance, information on actual schedules that have been delayed from planned schedules, history of schedule adjustments that have been performed in the past, and real-time operations acquired from train travel positions. It includes information on diamonds and information on prediction diamonds that predict future diamonds. Unless otherwise specified, the transportation operation information 32 may be stored in units of routes.

(Movement pattern information)
FIG. 2C is a diagram illustrating a configuration example of the movement pattern information 33.

  The movement pattern information 33 includes an entrance station column 121, an exit station column 122, a transportation facility column 123, a travel route column 124, and a reference travel time column 125. In the entry station column 121, the name of the station where the user has entered after passing through the ticket gate is recorded, and in the entry station column 122, the name of the station where the user has entered after passing through the ticket gate is recorded. In the transportation field 123, the name of the transportation used by the user is recorded, and in the travel route field 124, information on the route used corresponding to the pair of entry / exit stations (hereinafter referred to as OD) is recorded. The reference travel time column 125 stores a reference boarding time for the travel route 124.

  The movement route 124 may store a plurality of use route information for one OD. For example, optimal use route information may be stored in terms of boarding time, number of transfers, degree of vehicle congestion (can you sit down), fare, and the like. In addition, when the optimal travel route differs depending on the time zone, different travel pattern information 33 may be stored for each time zone.

  The reference travel time 125 may be calculated from a normal schedule (planned schedule) or may be calculated from a transit time statistical value of a transportation user at a normal time. When the transfer route 124 includes transfer, the transfer time may be included in the transfer time.

(Passenger flow matrix)
FIG. 3 is a diagram illustrating a configuration example of the passenger flow matrix 34.

  As shown in FIG. 3A, the passenger flow matrix 34 includes an entrance station column 301 and a matrix ID column 302. The entry station column 301 records the entry station, and the matrix ID column 302 records matrix identification information for each time zone. The passenger flow matrix 34 may be recorded on a route basis.

  Further, as shown in FIG. 3B, a numerical value or a mathematical model of the number of passengers between stations in each matrix ID 302 is stored. For example, the matrix ID (M1) 311 is passenger flow information of people who arrived at the station A (home of the route boarding at the station A) at 7:58, and 8 people boarded from the station A to the station B. Information on the number of people that 6 people continue to board from B to station C (2 people get off at station B) and 4 people continue to board from station C to station D (2 people get off at station C) is stored.

  Matrix ID (M4) 312 is passenger flow information arriving at station A at 7:59, and the number of passengers is modeled by a mathematical expression.

  FIG. 4 is a diagram showing the concept of the mathematical model of the matrix ID (M4) 312. With reference to FIG. 4, each variable of the mathematical model will be described with an example.

  In the route shown in FIG. 4, each stop train 321 and rapid train 322 operate, and each stop train 321 waits for the rapid train 322 at the station A. In the transit model 323 of the station A, information of an entrance passenger 324 including a transfer passenger, a detour passenger 325 from another route, a detour passenger 326 to another route, and a transfer passenger 327 to a rapid train are modeled. The entrance passengers 324 including the transfer passengers can be calculated from the normal passenger flow, and in the illustrated example, the number is 10 people (constant). Further, the detour passenger 325 from another route is set as an explanatory variable a, the detour passenger 326 to another route is set as an explanatory variable b, and the number of passengers who change from each stop train 321 to the rapid train 322 at the station A is set as an explanatory variable c.

  In this mathematical model, the passengers between the next stations are represented by a probability model, and 82% of passengers who have traveled from station A to station B continue to ride to station C (18% of passengers). 65% of passengers who got on at station A continue to get on to station D (17% of passengers get off at station C).

  The explanatory variables a and b indicating the detour passenger will be described using an example of two routes (routes X and Y). There are two travel routes, a route using the route X and a route using the route Y, as routes for moving from the station X to the station Y. The required time and the number of trains of the two travel routes are almost the same, and the passenger selects the route X and the route Y with a probability of 50% and gets on. At this time, if there are 10 visitors in a certain time zone moving from the station X to the station Y, five people use the route X and the remaining five people use the route Y in normal times. At this time, when the transportation failure occurs on the route X and the operation is completely stopped, all the passengers dispersed at 5: 5 use the route Y in order to move to the destination. For this reason, there are 0 users on the route X and 10 users on the route Y. This means that the route on which the passenger gets depends on the transportation force of the route X and the transportation force of the route Y. The transport capacity is an index of how many passengers can be transported. When the transport capacity at the time of abnormality is defined as compared with the normal time, the transport capacity = (number of operations per unit time in the diagram at the time of abnormality x boarding capacity ) / (Number of trains per unit time in normal time schedule x boarding capacity).

  FIG. 5 is a diagram illustrating the relationship between the transportation capacity of the route X and the route Y and the detour passenger.

  The vertical axis represents the number of detour passengers 331 to the Y route, and the horizontal axis represents the transport capacity 332 of the X route. FIG. 5 shows the number of detour passengers when the transportation capacity (PY) 333 of the Y route is 100% and 50%. When the transportation capacity of the X route is lower than that of the Y route, the number of detour passengers to the Y route increases. The minimum value of the detour passenger is 0, and the maximum value is the total number of passengers (constant) where the detour route exists on the Y route.

  As described above, even with the passenger flow matrix created for one route, the number of passengers can be varied according to the situation by creating a model that takes into account the operation situation of other routes. A method for generating the passenger flow matrix will be described later.

(Diamond evaluation result)
Returning to FIG. 1, the description will be continued. The diamond evaluation result 35 is information obtained by the diamond evaluation performed by the diamond evaluation unit 22, and details thereof will be described later.

(Passenger flow matrix generation method)
FIG. 6 is a flowchart of processing in which the passenger flow matrix generation unit 21 generates the passenger flow matrix 34.

  First, in step S201, the passenger flow matrix generation unit 21 receives designation of extraction conditions. The extraction condition is, for example, a date and a route name. This is because the passenger flow matrix of the previous day is automatically created for all routes for the daily transportation user history, or the operator of the diagram evaluation device 1 designates an arbitrary condition and creates it. Good. Specifically, the passenger flow matrix generation unit 21 receives an input of a date and a route name by an operator's operation of the input device 12. At this time, when creating a passenger flow matrix for a certain day, a date for one day is designated, and for creating statistical data, a date for a plurality of days is designated. The case where “January 1, 2014” and “XX route” are input will be described below. Instead of a date, a specific time zone within a day, or a week or month including a plurality of days may be used. Furthermore, in addition to the input of the route, a section (between specific stations) in the route may be designated.

  In step S202, the passenger flow matrix generation unit 21 extracts a movement pattern. Specifically, using the input “XX route” as a search key, all ODs in which the XX route is included in the movement route are extracted from the movement pattern information 33.

  In step S203, the passenger flow matrix generation unit 21 extracts transportation user information. Specifically, using the date “January 1, 2014” specified in step S201 and the list of ODs extracted in step S202 as search keys, the corresponding user information is extracted from the transportation user information 31. .

  In step S204, the passenger flow matrix generation unit 21 estimates the arrival time on the target route. The arrival time on the target route is, for example, the time when the user (passenger) arrives at the platform where the train on the target route arrives, and is calculated by adding the walking time from the ticket gate to the platform to the ticket gate entrance time. (For example, if the movement to the platform is 1 minute, 1 minute is added).

  In the case of movement including transfer of a plurality of routes, the transfer time to the target route is the arrival time. The transfer time is estimated by extracting the standard boarding time of the section from the entrance station to the transfer station from the movement pattern information 33, and adding the walk time from the ticket gate to the platform and the standard boarding time to the transfer station at the ticket gate entrance time. By this, it is possible to estimate the arrival time on the target route. However, even with the same OD, the travel route may differ depending on the passenger. Therefore, passenger route estimation will be described later in the extended function.

  In step S205, the passenger flow matrix generation unit 21 tabulates or models the number of passengers traveling between stations for each boarding time of the target route and each entrance station. Specifically, to which station the passenger who arrived at the target route in the same time zone has moved, the total number of passengers moving between stations or a passenger model is obtained.

  The counting method will be described using a specific example. As a result of estimating the arrival time of the user of route A in step S204 as the route designated in step S201 as route A, eight passengers arrived at station A between 8:08:00. . From station A, it is possible to move to station B, station C, and station D using route A. Of the 8 people who arrived, 2 people moved to station B, 2 people moved to station C, and 4 people moved to station D. From this, when the number of passengers between the stations is totaled, eight passengers have moved from station A to station B, six from station B to station C, and four from station C to station D.

When the number of passengers between stations A and B, between stations B and C, and between stations C and D is defined by the array [N _AB N _BC N _CD ], the train arrives at A station from 8: 0 to 8: 1. The passenger group can be represented by the array [N _AB N _BC N _CD ] = [8 6 4]. Thereby, data as shown in the matrix ID (M1) 311 in FIG. 3B can be created. That is, the passenger flow matrix can also be calculated as the probability of continuing the boarding, and the number of passengers arriving at station A is N [N _AB N _BC N _CD ] = N [1 (3/4) (1/2) ]It can be expressed as.

  In the example described above, the time width is totaled in one minute, but the time width may be totaled in a shorter or longer time width. The time width to be aggregated may be arbitrarily set by the operator, or the operator may set a resolution that matches the interval (time interval) of arrival times of the trains. For example, when the minimum time interval of a train is 2 minutes and the time resolution for the time interval is set to 2, the total time may be calculated in units of 2 minutes / 2 = 1 minute. Since the minimum time interval varies depending on the route and time zone, the total time width may be changed according to the route and time zone. The total time width affects the diamond evaluation processing speed described later. The accuracy and processing speed are in a trade-off relationship. However, since the number of elements of the passenger flow matrix does not change even if the number of passengers increases, the evaluation accuracy and evaluation processing speed desired by the user can be set by arbitrarily setting the time width. The minimum unit of the total time width is the minimum unit of the entry time information, and if the entry time is known in units of 1 second, the aggregation can be performed in units of 1 second at the minimum. Further, the system may automatically set a resolution that matches the interval (time interval) of arrival times of trains. Further, the system may receive and input evaluation accuracy and evaluation processing speed, and calculate and set the resolution.

  In step S <b> 206, the passenger flow matrix generation unit 21 generates the passenger flow matrix 34 and stores the data in the diagram evaluation apparatus 1. Specifically, an ID is assigned to each array created in step S205, and a station and time matrix as shown in FIG. 3B is generated and stored in the auxiliary storage device 16 or the main storage device 15.

(Diamond evaluation method)
FIG. 7 is a flowchart of a process in which the diamond evaluation unit 22 evaluates a diamond.

  In step S401, the diamond evaluation unit 22 receives an input of a diamond to be evaluated. Specifically, the diamond evaluation unit 22 receives an input or selection of a route for evaluating the diamond and a section for evaluating the diamond by the operation of the input device 12 by the operator (see FIG. 11). In addition, you may receive designation | designated of the time range which evaluates a diamond. The diamond is, for example, transportation operation information 32, such as a past performance diagram, a real-time operation diagram, and a future prediction diagram. The diamond data may be acquired from an external server by the network 4 via the communication device 14. Further, the input diamond information may be stored in the auxiliary storage device 16.

  In step S <b> 402, the diamond evaluation unit 22 extracts the passenger flow matrix 34. The passenger flow matrix 34 is generated by the passenger flow matrix generation unit 21 by batch processing or the like and stored in the auxiliary storage device 16. Specifically, even if the passenger evaluation matrix 1 stored in the auxiliary storage device 16 is selected by the operator's operation of the input device 12 or the optimum passenger flow matrix 34 is automatically selected by the diagram evaluation apparatus 1. Good. Here, the optimal passenger flow matrix 34 is, for example, a passenger flow matrix on the day when the diamond is executed when evaluating a past diamond. In addition, when evaluating future schedules, the passenger flow matrix of the past day or the statistically created passengers that are closest to the implementation date of the schedule to be evaluated, such as day of the week, weather, season, presence or absence of transportation obstacles, traffic conditions, etc. Flow matrix. For this reason, the day of the week, weather, season, presence / absence of transportation obstacles, traffic jams, etc. are given as auxiliary information when the passenger flow matrix 34 is created, and the optimum passenger flow matrix 34 is extracted with reference to the attached auxiliary information. May be.

  In step S403, the diamond evaluation unit 22 creates a passenger boarding pattern. The passenger boarding pattern is created using the input diagram and the extracted passenger flow matrix.

  FIG. 8 is a diagram illustrating an example of an input diagram. The data obtained from the diagram information will be described with reference to FIG.

  The diagram shown in FIG. 8 is train operation information of the route A501, and specifically, operation information of the train A502, the train B503, and the train C504. The train arrival interval at each station (for example, the train arrival interval between train A502 and train B503) is a time interval 505. The time it takes for these trains to arrive at the next station is travel time 506. In the diagram shown in FIG. 8, the train A502 is suspended after arriving at the station B. When a train is suspended at a station on the way, passengers transfer to the next train at the station where the service is suspended.

  FIG. 9 is a diagram illustrating a configuration example of a passenger boarding pattern. Passenger boarding patterns are created for each train. For example, the passenger boarding pattern 601 of the train A502 shown in FIG. 9A is the boarding pattern of the passengers of the train A502 shown in FIG. The passenger boarding pattern 601 includes a stop station 611, a train arrival time 612, a travel time 613 to the next station, a time interval 614 with the previous train, a time interval 615 with the next train, a matrix ID 616, and a passenger waiting time 617.

  The matrix ID 616 is referenced from the passenger flow matrix 34 using the train arrival time 612 and the time interval 614 with the previous train. Specifically, when the train arrival time 612 of the station A is 7:59 and the time interval 614 with the previous train is 2 minutes, the matrix ID 302 in the station A from 7:58 to 7:59 is referred to. . FIG. 9A shows an example in which the time width of the passenger flow matrix 34 is 1 minute. The matrix ID (M101) at station A is 7:58 and the station ID is 7:59. Two matrix IDs (M102) are referred to as passenger boarding data at the station A of the train A502.

  Since the train A502 stops operation at the station B, the passenger flow matrix at the station C next to the station B is N1.

  As shown in FIG. 9B, the passenger boarding pattern 602 of passengers who change from train A502 to train B503 moves to a station ahead of station B with respect to the matrixes M1 and M4 of passengers boarding train A from station A. It can be expressed by a matrix N1 that is a sum of the passengers that were supposed to do and the matrices M5 and M8 of the passengers who were supposed to get on the train A from the station B.

  As shown in FIG. 9C, the passenger boarding pattern 603 of the train B503, in which passengers are transferred from the train A502, rides on the trains B from the station A and the trains B from the station B to the train B. It includes passenger matrices M11 and M14 and a passenger matrix N1 that changes from train A502 to train B503 at station B.

  The passenger waiting time 617 is a waiting time for each matrix ID, and the waiting time is added to the matrix ID at a time before the train arrival time 612 with the train arrival time 612 set to 0 minutes (in the example shown in FIG. 9, 1). Passenger flow is counted in minutes, and waiting time increases in minutes.) As shown in FIG. 8, when the train A is suspended, transfer between trains occurs on the same route. When such a transfer occurs, passenger data may be taken over from the previous train with the time interval 614 from the previous train as the passenger waiting time 617 (in the example shown in FIG. 9, the matrix ID (N1) changes from the train A) Passenger data).

  As described above, by assigning a matrix ID created in advance to an input diagram, a passenger boarding pattern can be created, and processing can be performed at a higher speed than calculating a boarding train for each passenger.

  Returning to FIG. 7, the description will be continued. In step S404, the diamond evaluation unit 22 calculates the invalid value of the passenger. Specifically, first, the diamond evaluation result (train) 701 shown in FIG. 10A is created, and then the diamond evaluation result (train) 701 is totaled to obtain the diamond evaluation result shown in FIG. 10B. (Overall) 711 is calculated. The invalid value is an index for evaluating the train schedule from the user's viewpoint, and is a value obtained by converting waiting time, transfer time, number of transfers, congestion rate, and the like as an increase in the boarding time. Thus, the passenger's disadvantage can be expressed by the invalid value. In general, the invalid value is an index that represents the impact on passengers, but as will be described later, the index that represents the impact on employees and the environment can be defined as an employee invalid value and an environmental invalid value, respectively. Good.

  The first diagram evaluation result (train) 701 uses the passenger boarding pattern created in step S403, the transportation facility 702, the distance between stations 703, the number of passengers 704, the degree of vehicle congestion 705, the total waiting time 706, and the next station. It includes the total increased boarding time 707 and the number of people 708 to be transferred.

  The transport facility 702 is a train number, for example. The inter-station 703 is information between two adjacent stations operated by the train. The number of passengers 704 is the result of totaling the number of passengers in the table shown in FIG. 3B between the stations for all matrix IDs associated with the train.

  The vehicle congestion degree 705 is the number of passengers with respect to the boarding capacity of the vehicle. For example, when 120 passengers are on a train having a boarding capacity of 1200, the vehicle congestion degree 705 is 10%.

  The total waiting time 706 is the total value of the waiting time in the platform from when the passenger arrives at the platform where the route arrives and departs until the passenger gets on the train. For example, if it is a movement from the station A to the station B, the passenger waiting time 607 for each entrance time zone and the number of visitors are multiplied for the passengers who entered the station A, and the total value is calculated.

  The total increased boarding time 707 to the next station is a value obtained by summing the amount of increase in passenger movement time from the reference movement time 125. Specifically, if the standard travel time from station A to station B is 2 minutes, the actual travel time is 3 minutes, and the number of passengers is 60, the total increase in travel time 707 from station A to station B is: (3 minutes-2 minutes) × 60 = 60 minutes (1 hour).

  The number of passengers 708 is, for example, the number of passengers who get off the suspended train and transfer to the next train when the train is suspended on the way as in the train A502 shown in FIG. Specifically, in the train A502 shown in FIG. 8, when there are 360 passengers moving from the station B to the station C and the train A502 is suspended at the station B, 360 passengers moving from the station B to the station C It is counted as the number of people transferring. In addition, it is also possible to handle a transfer to a rapid train or wait for the next train when the number of passengers exceeds the boarding capacity.

  The second diagram evaluation result (whole) 711 includes, for example, a vehicle congestion section 712, a total waiting time 713, a total increased boarding time 714, a transfer number 715, a total invalidity value 716 obtained by combining these, and a diagram evaluation result (Train) 701 is the result of counting.

  The vehicle congestion section 712 is the number of sections in which a train passing there is congested with one train passing as one section in all operation sections (between adjacent stations) on a certain route. Specifically, it is determined from the vehicle congestion degree 705 recorded in the diamond evaluation result (train) 701 whether the vehicle is congested when passing through each section. For example, if the congestion rate is 100% or more, it is determined that the congestion rate is 100%, and the number of districts having a congestion rate of 100% or more is totaled.

  The total waiting time 713 is a result of totaling the total waiting time 706 calculated for each train and for each section in the diagram evaluation result (train) 701 for all trains and sections.

  The total increased boarding time 714 is a result of totaling the total increased boarding time 707 up to the next station calculated for each train and section in the diagram evaluation result (train) 701 for all trains and sections.

  The transfer number 715 is a result of totaling the transfer number 708 calculated for each train and for each section in the diagram evaluation result (train) 701 for all trains and sections.

  The total invalidity value 716 is a total of the above invalidity values as one index. This is a result obtained by multiplying a crowded section, the number of people to be transferred, etc. by a predetermined coefficient and converting the time, and totaling all invalid values as time indexes. Specifically, one section of the congested section is converted to time by multiplying by a predetermined coefficient, such as increasing the riding time by 1 minute, or increasing the riding time by 5 minutes for each transfer.

  The diamond evaluation result (train) 701 and the diamond evaluation result (entire) 711 described above are stored in the auxiliary storage device 16 as the diamond evaluation result 35.

  Returning to FIG. 7, the description will be continued. In step S405, the diamond evaluation unit 22 displays the evaluation result on the screen. The contents of the screen will be described in detail below, and the description of the diamond evaluation process ends here.

(System screen)
The diamond evaluation apparatus 1 outputs a screen for inputting conditions for the operator to create a passenger flow matrix and a diamond evaluation, a screen for displaying a diamond evaluation result, and the like. These screens are generated by the passenger flow matrix generation unit 21 and the diamond evaluation unit 22. Hereinafter, an example of a specific screen will be described.

(System screen 1: Menu screen)
FIG. 11 is a diagram illustrating an example of the menu screen 61.

  Menu screen 61 includes items of offline menu 801 and items of real-time diagram evaluation 806.

  The offline menu 801 includes a passenger flow data creation button 802, a diamond registration button 803, a registration diamond evaluation button 804, and an evaluation result confirmation button 805. The operator can select each process by operating each button.

  The passenger flow data creation button 802 is a button operated to create the passenger flow matrix 34 described above. When the operator operates the passenger flow data creation button 802, a screen (not shown) for selecting a date, a route, and the like is displayed. Since the passenger flow matrix 34 is created from the transportation user's history, the dates that can be selected on the selection screen are the past with the transportation user's history. When the date and route are selected, the passenger flow matrix 34 is created by batch processing and stored in the auxiliary storage device 16.

  A diamond registration button 803 is a button operated to register a diamond. When the diamond registration button 803 is operated, a diamond data input screen (not shown) is displayed. In the diagram data input screen, diagram information stored in the external server 3 connected to the network 4 via the communication device 14 is input by inputting the diagram information in a predetermined format (for example, csv format, text format, etc.). You may select and get. When the diamond registration is executed, a diamond (transportation operation information) is stored in the auxiliary storage device 16.

  The registered diamond evaluation button 804 is a button operated to evaluate a diamond registered by operating the diamond registration button 803. When the registered diamond evaluation button 804 is operated, a diamond evaluation screen is displayed. The diamond evaluation screen will be described later.

  The evaluation result confirmation button 805 is a button operated to display a diamond evaluated in the past. When the evaluation result confirmation button 805 is operated, a screen (not shown) for selecting the diamond evaluation result 35 stored in the auxiliary storage device 16 is displayed. When the diamond evaluation result 35 is selected, a diamond evaluation screen is displayed. The diamond evaluation screen will be described later.

  The real-time diamond evaluation 806 is a button operated to select a route to be evaluated and passenger flow data for evaluating the diamond. The route to be evaluated is selected in the evaluation route selection field 807. In addition, the section (two stations) to be evaluated on the route selected in the evaluation section selection field 808 is selected. In addition, when all the sections of the route are to be evaluated, the evaluation section selection field 808 may not be provided.

  In the passenger flow data selection field 809, passenger flow data is selected. Passenger flow data can be selected from items such as a specified date (data of a certain day), statistical values, and automatic selection. When automatic selection of passenger flow data is set, for example, the system automatically selects passenger flow data that is most suitable for schedule evaluation, such as passenger flow data one week ago. Note that an input field for the diamond evaluation range 812 selected on the diamond evaluation screen 62 (see FIG. 12) may be provided in the real-time diamond evaluation 806.

  The evaluation screen display button 810 is a button for evaluating a diamond in real time. When the button is pressed, the schedule information and passenger flow data of the selected route are read, and the diagram evaluation screen is displayed. The diamond evaluation screen will be described later.

(System screen 2: Diamond evaluation screen)
FIG. 12 is a diagram illustrating an example of a diamond evaluation screen.

  The diamond evaluation screen 62 is an example of a screen displayed when a diamond is evaluated in real time. A diamond input button 811 provided on the diamond evaluation screen 62 can be operated to input or change a diamond to be evaluated. An input diamond (diamond line) 815 is displayed on the diamond evaluation screen 62, and a diamond in an arbitrary time range can be evaluated by specifying the diamond evaluation range 812. The menu screen 61 may be provided with an input field for the diamond evaluation range 812 (evaluation start time, evaluation end time) without specifying the diamond evaluation range 812 on the diamond evaluation screen 62.

  The diamond evaluation result 813 is a diamond evaluation result in the diamond evaluation range 812. When the diamond evaluation range 812 is changed, the diamond evaluation result is calculated and the diamond evaluation result 813 is updated. Moreover, about each item of the diamond evaluation result 813, you may display a time series change for every station or between stations (section). For this reason, a passenger's invalid value is totaled for every station and every station. In the diamond evaluation screen 62, the total waiting time is selected in the display item input field 814, and the time series change 815 of the total waiting time of each of the stations A, B, C, and D is displayed.

  The screen for displaying the result of evaluating the diamond in real time has been described above, but the evaluation result can also be displayed on the same screen when evaluating a diamond registered offline.

(Extended function 1: Processing at time of diamond correction)
In the embodiment described above, the processing flow for evaluating one diamond has been described. However, when the diamond is actually corrected, it may be necessary to compare a plurality of diamond plans or to re-correct the diamond according to a situation that changes every moment. That is, it is important to perform diamond evaluation at a high speed in consideration of passenger invalidity for minor corrections and updated diamonds.

  FIG. 13 is a flowchart of the modified diamond evaluation process. The modified diamond evaluation procedure 41 will be described with reference to FIG. In FIG. 13, steps S601 and S608 are the same as steps S401 and S405 in the flowchart of FIG. 7, and therefore, description thereof is omitted, and only differences from the flowchart of FIG. 7 are described.

  In step S602, a reference diagram is selected. The reference diamond is a diamond that has already been evaluated. In this example, “Diamond 1” that has already been evaluated is selected as a reference diamond, and “Diamond 2”, which is a fine modification of “Diamond 1”, will be described as an input diamond. When it is newly evaluated, the diamond is “Diamond 2”.

  In step S603, the reference diagram is compared with the input diagram to be evaluated. Specifically, if there is no difference between the reference diamond and the input diamond, the evaluation is not performed and the modified diamond evaluation process is terminated. If there is a difference, the process proceeds to step S604.

  In step S604, a diamond difference is calculated. The time difference between the two trains is the train arrival time 612, the travel time 613 to the next station, the time interval 614 with the previous train, and the next train at each stop station (611 in FIG. 9). It is a difference such as a time interval 615, and a train and a stop station having a difference between two diagrams are calculated. For example, if the train A of the diagram 2 is delayed by one minute at the station A from the train A of the diagram 1, there is a difference in the time interval between the arrival time of the train A at the station A and the previous train of the train B at the station A. Therefore, the diagram information of train A and train B at station A is calculated as a diagram difference.

  In step S605, passenger boarding patterns are created only for trains and stops where there is a difference between the input diagram and the reference diagram. Since the creation of the passenger boarding pattern has been described in step S403 in FIG. 7, the description thereof is omitted here.

  In step S606, the difference of the passenger's invalid value is calculated. Since the evaluation result of “Diamond 1” which is the reference diamond has already been stored, the stored result is referred to. In the input diagram, the invalid value of the passenger is calculated by the same processing as step S404 in FIG. Then, the difference between these two invalid values is calculated.

  In step S607, the diamond is evaluated using the difference between the invalid values. The diamond evaluation is an increase / decrease of the invalid value of the input diamond (diamond 2) with respect to the invalid value of the reference diamond (diamond 1). In other words, it is possible to evaluate the degree of improvement (or deterioration) of the timetable for passengers by timetable correction.

  As described above, the diamond evaluation can be performed at high speed by evaluating only the difference based on the diamond evaluated in the past. In particular, when the diamond is corrected many times, the diamond can be evaluated at high speed from the difference information between the diamond to be evaluated and the reference diamond by using the latest diamond as the reference diamond every time the diamond is evaluated. .

(Extended function 2: Addition of diamond evaluation index)
In the above-described embodiment, the diamond evaluation using the invalidity of passengers has been described. However, there are evaluation indexes related to corporate profits, such as power for operation, CO2 emissions, and working hours of crew, in addition to passengers' ineffectiveness. The diamond evaluation apparatus 1 may estimate power consumption from the number of trains. Further, by using data acquired from the external system 2 connected by the network 4, an invalid value related to the employee or the environment is calculated (or the invalidity related to the crew or the environment is calculated from the external system 2 connected by the network 4. Acquired) and displayed along with the passenger's invalidity. As a result, the diamond can be evaluated from a wider variety of viewpoints.

(Extended diamond evaluation screen)
FIG. 14 is a diagram illustrating an example of the expanded diamond evaluation screen 63. In the expanded diamond evaluation screen 63 shown in FIG. 14, the same parts as those of the diamond evaluation screen 62 shown in FIG. A different part from the evaluation screen 62 is demonstrated.

  On the expanded diamond evaluation screen 63, operation information (diamond line) 826 of the reference diamond 821 and the evaluation diamond 822 is displayed, and a diamond evaluation result for the evaluation diamond 822 is displayed.

  The passenger invalid value evaluation result 823 displays the increase or decrease of the passenger invalid value of the evaluation diagram 822 relative to the reference diagram 821.

  The crew member invalidity evaluation result 824 displays the difference between the reference diagram 821 and the evaluation diagram 822 regarding the invalidity value related to the employee such as the shortage of staff information and working hours in the station.

  The environmental invalidity evaluation result 825 displays the difference between the reference diagram 821 and the evaluation diagram 822 regarding invalidity related to environmental factors such as power consumption and CO2 emission.

(Extended function 3: Improvement of diamond evaluation accuracy)
The passenger flow matrix 34 described above is created by referring to the movement pattern information 33 and assigning a movement route to the transportation user information 31 and estimating the use route. At this time, the accuracy of the movement route assignment affects the accuracy of the diamond evaluation. That is, in order to improve the accuracy of the diamond evaluation, it is necessary to improve the accuracy of the movement route estimation. Hereinafter, a solution to the problem will be described.

(Extended function 3-1: Travel route estimation for transportation users)
A method of assigning a travel route from the travel pattern information 33 to the transportation user information 31 when there are a plurality of travel route candidates between the stations will be described.

  Passengers determine travel routes according to their priorities based on multiple conditions such as boarding time, number of transfers, vehicle congestion (can they sit), and fares. For example, some passengers choose a travel route with few transfers even if the boarding time is 5 minutes longer. Therefore, it is possible to accurately estimate the travel route by registering in advance the travel pattern information 33 all the candidates for the travel route expected to be used by the user of the transportation facility and appropriately selecting the registered travel route. Can do. At this time, information on the required time for each travel route is also registered. Then, the travel time of the registered travel route is compared with the actual travel time of the user of the transportation facility, and the travel route having the smallest difference in travel time is assigned.

  Also, by comparing the arrival time of the train at the station of departure on the assigned travel route (route) and the appearance time of the user of the transportation facility, assign a travel route with a small difference between the arrival time and the departure time of the train. Thus, the accuracy of estimation can be further improved.

  However, there may be a plurality of travel routes that have substantially the same required time among the travel route candidates. The solution to this problem will be described later.

(Extended Function 3-2: Creation of Transportation User Information with Weighting Factor)
A method of assigning a travel route from the travel pattern information 33 to the transport user information 31 when there are a plurality of travel route candidates between stations and it is difficult to estimate the travel route from the time required by the transport user. Will be described.

  When a moving route cannot be selected using the extended function 3-1, the selection probability of a candidate moving route is calculated. The travel route selection probability is the probability that a passenger will select a travel route in a plurality of travel routes. For example, if the travel route using route A is 30 trains per hour and the travel route using route B is 20 trains per hour for the same required time, the selection probability of route A is It can be calculated that 30/50 = 0.6 and the selection probability of route B is 20/50 = 0.4.

  Then, using the calculated travel route selection probability, a plurality of weighted coefficient traffic user information having different travel route information is created from the travel history of one person.

  In the example described above, it is estimated that 0.6 people use the route A (weighting factor 0.6) and 0.4 people use the route B (weighting factor 0.4). For this reason, even when a travel route cannot be specified, a passenger's travel route can be assigned to some travel routes without bias, and a passenger flow that matches the actual situation can be created from a macro viewpoint.

(Extended function 3-3: Creation of detour model for transportation users)
A method of creating a detour passenger from another route shown in FIGS. 3 and 4 and a detour passenger model to another route will be described.

  Presence / absence of a detour route is registered in advance in the movement pattern information 33. For example, a travel route using a different route is registered as a detour route with respect to the travel route having the shortest required time within 30 minutes. In the case of movement including transfer, a detour route is registered for each route to be used.

  A detour route is a route that a passenger uses as an alternative to the original travel route when a certain line stops operation due to a transportation failure or disaster. Therefore, as shown in FIG. 5, whether to use the detour route can be created as a model determined by the transportation force of the original use route and the detour destination route.

  In step S205, the passenger flow matrix generation unit 21 determines whether or not there is a detour route when counting the number of passengers between the stations, and the detour route (another route) depends on the transport capacity for passengers with the detour route. Modeled as a passenger who makes a detour. Further, the detour destination route is similarly modeled as a passenger detouring from another route.

(Effect of Example)
(1) The diagram evaluation apparatus 1 of the present embodiment estimates the arrival time of passengers at the boarding position of the passenger, and is a passenger flow matrix represented by the number of passengers using each station for each route, time zone, and entrance station. Is generated, the number of passengers in the transportation facility is estimated using the passenger flow matrix and the diamond, and the invalid value of the passenger is calculated. Therefore, the diamond can be evaluated at high speed in consideration of the invalidity of the passenger. Therefore, it is possible to quickly create a diagram that has little influence on passengers when a transportation failure or disaster occurs.

  (2) The diagram evaluation apparatus 1 of the present embodiment uses a probability model composed of the number of passengers between certain stations and the number of passengers between the previous stations between the stations and the probability that the passengers will continue to ride between the next stations. Therefore, even when the number of passengers boarding at a certain station changes due to the diamond correction, the invalid value of the passenger can be calculated at high speed.

  (3) The diagram evaluation apparatus 1 of the present embodiment evaluates the transport capacity of each route, and models the passenger's detour with respect to the relative transport force between the routes in the elements of the passenger flow matrix, A more accurate passenger flow matrix can be created in consideration of detours. Therefore, diamond evaluation can be performed with high accuracy.

  (4) The diamond evaluation device 1 of the present embodiment calculates the invalid value of the passenger in the diamond after change using the difference between the diamond before change and the diamond after change, and evaluates the diamond after change. The diamond can be evaluated at high speed.

  (5) The diagram evaluation apparatus 1 according to the present embodiment calculates the passenger invalidity value using at least one of the number of congested sections of the vehicle, the total waiting time of the passengers, the increase value of the total boarding time, and the number of transfer passengers. So, the impact on passengers can be evaluated from various viewpoints.

  (6) The diamond evaluation apparatus 1 according to the present embodiment maintains the accuracy of the diamond evaluation by changing the time width for counting the number of passengers when creating the passenger flow matrix according to the conditions such as the train interval. The diamond can be evaluated at a higher speed.

  (7) When there is a plurality of travel routes in one OD, the diagram evaluation apparatus 1 of the present embodiment, when creating the passenger flow matrix, the entrance station, entry time, entry station, entry time, required for transportation users A more accurate passenger flow matrix can be created by estimating the route of use using at least one of the times. Therefore, a diamond can be evaluated with high accuracy.

  (8) When there is a plurality of travel routes in one OD, the diagram evaluation apparatus 1 of this embodiment generates each passenger travel data of the plurality of travel routes by multiplying the travel data of one passenger by the route selection probability. Thus, a more accurate passenger flow matrix can be created. Therefore, a diamond can be evaluated with high accuracy.

  The present invention is not limited to the above-described embodiments, and includes various modifications and equivalent configurations within the scope of the appended claims. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and the present invention is not necessarily limited to those having all the configurations described. A part of the configuration of one embodiment may be replaced with the configuration of another embodiment. Moreover, you may add the structure of another Example to the structure of a certain Example. In addition, for a part of the configuration of each embodiment, another configuration may be added, deleted, or replaced.

  In addition, each of the above-described configurations, functions, processing units, processing means, etc. may be realized in hardware by designing a part or all of them, for example, with an integrated circuit, and the processor realizes each function. It may be realized by software by interpreting and executing the program to be executed.

  Information such as programs, tables, and files that realize each function can be stored in a storage device such as a memory, a hard disk, or an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

  Further, the control lines and the information lines are those that are considered necessary for the explanation, and not all the control lines and the information lines that are necessary for the mounting are shown. In practice, it can be considered that almost all the components are connected to each other.

DESCRIPTION OF SYMBOLS 1 Diamond evaluation apparatus 2 External system 3 External server 4 Network 11 Central control apparatus (control part)
12 input device 13 output device 14 communication device 15 main storage device (storage unit)
16 Auxiliary storage device (storage unit)
21 Passenger Flow Matrix Generation Unit 22 Diamond Evaluation Unit 31 Transportation User Information 32 Transportation Operation Information 33 Movement Pattern Information 34 Passenger Flow Matrix 35 Diamond Evaluation Results

Claims (13)

An evaluation system for evaluating transportation operation information,
A storage unit that stores transportation user information in which a history of passengers using transportation is recorded, and movement pattern information in which a movement route between an entrance station and a departure station is recorded,
Refer to the transportation user information and the movement pattern information, estimate the arrival time of passengers at the boarding position of the train, expressed by the route, the time zone of the arrival time and the number of passengers used between each station for each entrance station. A passenger flow matrix generation unit for generating a passenger flow matrix
An evaluation system comprising: an evaluation unit that estimates the number of passengers in transportation using the passenger flow matrix and the operation information, and calculates an invalid value of the passenger. The evaluation system according to claim 1,
The said evaluation part calculates the invalid value of the passenger in the operation information after a change using the difference of the operation information before and behind a change, and the said passenger flow matrix. The evaluation system according to claim 1,
The evaluation system characterized in that the number of passengers between a certain station is expressed using a probability model composed of the number of passengers between the previous stations between the stations and the probability that the passengers continue to ride between the next stations. The evaluation system according to claim 1,
The number of passengers between certain stations is expressed using a model in which at least one of the own-line transportation capacity, the other-line transportation capacity, and the number of passengers changing to another train is an explanatory variable. The evaluation system according to claim 1,
The evaluation unit calculates an invalid value of a passenger by using at least one of the number of congested sections of the vehicle, the total waiting time of the passengers, an increase value of the total boarding time, and the number of transfer passengers. . The evaluation system according to any one of claims 1 to 5,
An evaluation system characterized in that a time width for counting the passenger flow matrix is variable. The evaluation system according to any one of claims 1 to 5,
When there are multiple travel routes between the entrance station and the departure station, the route used by the passenger is estimated using the passenger's entrance station, entry time, entry station, entry time and required time. Evaluation system to do. The evaluation system according to any one of claims 1 to 5,
When there are a plurality of travel routes between the entrance station and the departure station, the travel data of each passenger is generated by multiplying the travel data of one passenger by the route selection probability. Evaluation system to do. A method of evaluating transportation operation information using a computer,
The computer has a processor that executes a program, and a memory that stores the program,
The memory stores transportation user information in which a history of passengers using transportation is recorded, and movement pattern information in which a movement route between an entrance station and a departure station is recorded,
The method
The processor refers to the transportation user information and the movement pattern information, estimates the arrival time of the passenger at the boarding position of the passenger train, and uses each station for each route, time zone of the arrival time, and entrance station. A passenger flow matrix generation step of generating a passenger flow matrix represented by the number of passengers and storing it in the memory;
An evaluation method for operation information, comprising: an evaluation step in which the processor estimates the number of passengers in a transportation facility using the passenger flow matrix and the operation information, and calculates an invalid value of the passenger. The evaluation method according to claim 9, comprising:
The said evaluation step WHEREIN: The said processor calculates the invalid value of the passenger in the operation information after a change using the difference of the operation information before and behind a change, and the said passenger flow matrix. The evaluation method according to claim 9, comprising:
The evaluation method characterized in that the number of passengers between certain stations is expressed using a probability model comprising the number of passengers between the previous stations between the stations and the probability that the passengers will continue to ride between the next stations. The evaluation method according to claim 9, comprising:
The evaluation method characterized in that the number of passengers between certain stations is expressed using a model having at least one of the own route transport capacity, the other route transport capacity, and the number of passengers changing to another train as an explanatory variable. The evaluation method according to claim 9, comprising:
In the evaluation step, an invalid value of the passenger is calculated by using at least one of the number of congested sections of the vehicle, the total waiting time of the passenger, the increase value of the total boarding time, and the number of transfer passengers. .

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