JP2016177425A - Program and extraction device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for estimating a bottle neck position on a transport flow in an urban-to-urban transport network.SOLUTION: A bottle neck extraction device is configured to: create plural LOS candidates different from a standard LOS (level of service) which has been stored in advance; evaluate each of the LOS candidates using a generalization cost C and an OD traffic amount T between respective nodes (between respective cities) when each LOC candidate is applied to an urban-to-urban passenger traffic network; and selects an optimal LOS whose evaluation result satisfies a predetermined high evaluation condition. Then the bottle neck extraction device compares a transfer passenger number QV of each node, and a passage passenger number QE of each link when the optimal LOS is applied to the urban-to-urban passenger traffic network, and a transfer passenger number QV of each node and a passage passenger number QE of each link when the standard LOS is applied to the urban-to-urban passenger traffic network, and extracts a node (urban) where the transfer passenger number is equal to or larger than a predetermined number of passengers, and a link (transportation means between cities) where the passage passenger number is equal to or more than a predetermined number of passengers, as the bottle neck positions.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an extraction device or the like that extracts a bottleneck location on transport flow in an intercity transport network.

  2. Description of the Related Art A technology for estimating transportation flow in an intercity transportation network that transports passengers, cargo, and the like by means of transportation such as railways and airplanes connecting cities is known. For example, Patent Document 1 discloses a technique for providing passenger OD data as a transportation demand amount and estimating passenger flow at a time of disruption in a railroad network that is a type of intercity transport network.

JP 2007-15424 A

  As disclosed in Patent Document 1, in a railroad network, the passenger flow is greatly different between a normal time and a time of schedule disturbance because the number of trains and required time are different. Such fluctuations in passenger flow are not limited to the railroad network, but are also the same in the intercity transport network that combines various transport means. Further, even in the same normal time, if the number of transportation means between cities, the required time, the fare, the number of transfers, etc. are different, the transportation amount in the inter-city transportation network varies. Since the number of transportation means between cities, the required time, the fare, the number of transfers, etc. can be referred to as the service level related to transportation, they are collectively referred to as the “service level”.

  If the above idea is developed, the service level will be important for realizing the maximum transport volume over the entire intercity transport network and the smooth transport flow. That is, for example, if the transport amount flowing into or out of a certain city increases with the service level fixed, it may be possible to change the means of transportation (transfer city) or a specific means of transportation between specific cities. There is a possibility that a situation where the transport flow cannot be fully generated occurs, and a so-called bottleneck occurs in which the transport flow is restricted. However, the technology for discriminating the bottleneck on the transport flow in such an intercity transport network has not been studied.

  This invention is made | formed in view of the said situation, The place made into the objective is to implement | achieve the technique for estimating the bottleneck location on the transport flow in an intercity transport network.

The first invention for solving the above-described problems is
A program for causing a computer to extract bottlenecks on transport flow in an intercity transport network in which transport means between cities and cities are determined,
A storage unit for storing a first transport service level and a first transport amount for each of the transport means connecting the cities as transport data in the inter-city transport network;
A setting unit configured to set a plurality of candidates for a second transportation service level different from the first transportation service level;
An evaluation unit for evaluating the plurality of set candidates;
Using the given transport demand between the cities, a second transport amount for each of the transport means connecting the cities when the second transport service level is reached is estimated for each candidate. Transportation amount estimation department,
For each of the transportation means connecting the cities, the first transportation amount is compared with the second transportation amount relating to a candidate whose evaluation result by the evaluation unit satisfies a predetermined high evaluation condition. An extraction unit that estimates and extracts a location that satisfies the bottleneck condition as a bottleneck location,
As a program for causing the computer to function.

As another invention,
An extraction device for extracting a bottleneck on transport flow in an inter-city transport network in which transport means between cities and cities are determined,
As storage data in the intercity transport network, a storage unit that stores a first transport service level and a first transport amount relating to each of the transport means connecting the cities,
A setting unit for setting a plurality of candidates for a second transport service level different from the first transport service level;
An evaluation unit for evaluating the plurality of set candidates;
Using the given transport demand between the cities, a second transport amount for each of the transport means connecting the cities when the second transport service level is reached is estimated for each candidate. A transportation estimation unit;
For each of the transportation means connecting the cities, the first transportation amount is compared with the second transportation amount relating to a candidate whose evaluation result by the evaluation unit satisfies a predetermined high evaluation condition. An extraction unit that estimates and extracts a location that satisfies the bottleneck condition as a bottleneck location,
You may comprise the extraction apparatus provided with.

  According to this 1st invention etc., the technique for estimating the bottleneck location on the transport flow in an intercity transport network is realizable. Specifically, the second transport amount when the second transport service level is reached is estimated for each candidate of the second transport service level related to the transportation means connecting the cities. Each of the plurality of second transportation service level candidates is evaluated, and the second transportation amount relating to the second transportation service level candidate whose evaluation result satisfies a predetermined high evaluation condition is stored. A bottleneck location that satisfies a predetermined bottleneck condition is extracted by comparing with the first transport amount. For example, when the first transport service level is changed to the “good” second transport service level, the location where the change in transport volume is maximum is considered as the bottleneck location at the first transport service level. It is possible to estimate and extract.

As a second invention, a program of the first invention,
For each of the candidates, the computer is caused to function as a utility value calculation unit that calculates a utility value based on the second transport service level for each route connecting the cities with different combinations of transportation means or via cities. ,
The transportation amount estimation unit estimates the second transportation amount for each candidate using the utility value and predetermined city data of each city.
A program may be configured.

  According to the second aspect of the invention, the utility value based on the second transportation service level candidate is calculated for each route connecting the cities, and the second transportation amount relating to the second transportation service level candidate is calculated as the route. It can be estimated using the utility value of each and the city data of each city.

As a third invention, a program of the second invention,
The transportation amount estimation unit includes a route-specific transportation amount estimation unit that estimates a route-specific predicted transportation amount for each route using the utility value and the city data, and the route-specific transportation amount estimation unit Calculating the second transport amount by counting by the transport means connecting the cities,
A program may be configured.

  According to the third aspect of the present invention, the second transport amount relating to the second transport service level is estimated by estimating the route-specific predicted transport amount for each route using the utility value for each route and the city data of each city. It is possible to calculate by summing the expected transport amount by route for each means of transportation connecting each city.

As a fourth invention, there is provided a program according to any one of the first to third inventions,
Further causing the computer to function as an environmental load estimation unit that estimates an environmental load when transporting according to the candidate in the intercity transport network;
The evaluation unit evaluates each of the candidates using the second transportation amount and the environmental load.
A program may be configured.

  According to the fourth aspect of the present invention, in the inter-city transport network, the environmental load in the case of transport according to the second transport service level candidate is estimated, and the second transport service level candidate is determined as the second transport service level candidate. It can be evaluated using the transport amount and environmental load. For example, when the second transportation service level candidate having a different number of operations is set, if the number of operations increases, the CO2 emission amount and energy consumption of the transportation means increase and the environmental load becomes “bad” evaluation. The second transport volume increases, leading to a “good” evaluation. That is, it is possible to select a more optimal second service level candidate that is balanced in consideration of the environmental load by performing evaluation based on two evaluation criteria in which the quality of evaluation is contradictory.

As a fifth invention, there is provided a program according to any one of the first to fourth inventions,
The extraction unit is a city serving as a relay point for transferring the transportation means, and extracts a city satisfying a predetermined excess condition as a difference in transport amount relayed in the city as the bottleneck location,
A program may be configured.

  According to the fifth aspect of the invention, for example, a city that is a relay point for changing the transportation means and that considers the difference in the transport amount to be relayed as “large” can be extracted as a bottleneck location.

As a sixth invention, there is provided a program according to any one of the first to fourth inventions,
The extraction unit extracts, as the bottleneck portion, an individual transportation means that satisfies a predetermined excess condition among the individual transportation means between the cities,
A program may be configured.

  According to the sixth aspect of the invention, for example, a transportation means between cities that considers the difference in transportation amount to be “large” can be extracted as a bottleneck location.

As a seventh invention, there is provided a program according to any one of the first to sixth inventions,
The first transportation service level and the second transportation service level include at least one of a required time, a fare, and the number of services.
A program may be configured.

An example of an intercity passenger traffic network. An example of LOS set to a link. Overview of extracting bottlenecks. An example of a route. Explanatory drawing of calculation of the movement number of persons of a path | route. Explanatory drawing of the duplication rate of a path | route. Explanatory drawing of calculation of the number of passing passengers of a link. Explanatory drawing of calculation of the number of transit passengers of a node. Explanatory drawing of extraction of a bottleneck location. The functional block diagram of a bottleneck extraction apparatus. The data structural example of reference | standard LOS data. The data structural example of LOS candidate data. The data structural example of search route data. Data structure example of city data. The data structural example of attribute data between nodes. Data configuration example of transportation data. The data structural example of the distance data between nodes. The data structural example of evaluation data. The data structural example of reference | standard LOS passenger data. Data configuration example of optimal LOS passenger data. The data structural example of the calculation data for reference | standard LOS. The data structural example of the calculation data for LOS candidates. The flowchart of a bottleneck extraction process.

[Overview]
The bottleneck extraction device of the present embodiment is a device that estimates and extracts a bottleneck location on passenger flow in an intercity passenger traffic network. The inter-city passenger traffic network is an example of an inter-city transport network in which a transport object is a passenger, and a city or a transport means between cities (in this case, transportation) is extracted as a bottleneck part. In this embodiment, since the intercity transport network is an intercity passenger traffic network, the number of passengers (traffic volume) corresponds to the transport volume.

  FIG. 1 is an example of an intercity passenger traffic network 10. In reality, a complicated network is configured, but in the present embodiment, for the sake of simplification of description, description will be made using a simplified intercity passenger traffic network 10. As shown in FIG. 1, the inter-city passenger traffic network 10 includes a node 12 and a link 14 that connects the nodes 12 to each other. The node 12 represents a city such as Tokyo, Osaka, or Nagoya. Hereinafter, these nodes 12 are identified and denoted as nodes A, B,. The link 14 represents a transportation system for trunk traffic, which is a transportation means for connecting cities such as railroads, airplanes, and express buses. Hereinafter, these links 14 are identified and expressed as links a, b,.

  The link 14 defines a traffic service level (hereinafter referred to as LOS (level of service)), which is a transport service level corresponding to the corresponding transportation facility. The LOS defined for the link 14 (hereinafter referred to as “link LOS”) is a required time, a fare, and the number of trains. FIG. 2 shows an example of the LOS defined for the link 14. FIG. 2 shows the LOS of each link 14 in the intercity passenger traffic network 10 shown in FIG.

  FIG. 3 is a schematic diagram of extraction of a bottleneck portion for the intercity passenger traffic network 10 in the present embodiment. First, a reference LOS that is a first transport service level is set as transport data in the inter-city passenger traffic network 10 to be extracted. This reference LOS can be, for example, an actual LOS. Next, when this standard LOS is applied to the intercity passenger traffic network 10, the generalized cost C and the OD traffic volume T (hereinafter collectively referred to as “internode attributes”) between the nodes are calculated. Using the “inter-node attribute”, the number of passing passengers Q in each inter-city passenger traffic network 10 and the number of transit passengers QE in each node (hereinafter collectively referred to as “number of passengers by link / node”) ) Is calculated. The number of passengers by link node corresponding to the reference LOS corresponds to the first transport amount. Note that the inter-node attribute and the number of passengers by link / node corresponding to the reference LOS may not be calculated, but may be set and stored in advance as actual values, for example.

  In addition, a plurality of LOS candidates that are different from the reference LOS, which is the second transportation service level, are set. This LOS candidate can be generated, for example, by changing the reference LOS. In the present embodiment, LOS candidates are generated by changing the number of operations of the reference LOS. Next, for each LOS candidate, an inter-node attribute obtained by applying the LOS candidate to the intercity passenger traffic network 10 is calculated.

  Subsequently, each of these LOS candidates is evaluated using the corresponding inter-node attribute, and one LOS candidate satisfying a predetermined high evaluation condition is selected as the optimum LOS. Then, using the inter-node attribute corresponding to the optimum LOS, the number of passengers by link / node in the inter-city passenger traffic network 10 is calculated. The number of passengers by link node corresponding to the optimum LOS corresponds to the second transportation amount. Then, the number of passengers by link node corresponding to the standard LOS and the number of passengers by link node corresponding to the optimum LOS are compared, and the cities that meet the specified bottleneck and the transportation between cities are Extract as

  This will be specifically described. First, calculation of inter-node attributes in the inter-city passenger traffic network 10 will be described. As processing, first, a route between each node is searched. Specifically, for a certain two nodes, a predetermined number (for example, three) of routes is selected from all the routes that can be taken between the nodes according to a predetermined condition such as an order in which the required time is short. As described above, a plurality of routes between the nodes are searched for all combinations of the two nodes constituting the inter-city passenger traffic network 10.

  Next, for each searched route, the LOS of the route (hereinafter referred to as “route LOS”) is calculated. The route LOS is a required time, a fare, the number of operations, and the number of transfers. Of this route LOS, the required time and the fare are the total values of the required time and the fare for each link LOS through which the route passes, and the number of operations is all that the route passes through. This is the minimum value of the number of trains that are the link LOS of each of the links, and the number of transfers is the number of nodes that have different transportation facilities in the links before and after the route through the route.

  Then, for each searched route, the utility value V is calculated from the route LOS of the route. The utility value V is calculated from the required time, the fare, the number of operations, and the number of transfers on the route LOS. Specifically, the required time, fare, number of operations, and number of transfers are variables, and the utility value V decreases as the required time increases, the fare increases, the number of operations decreases, the number of transfers increases. The utility value V can be calculated by defining such a function.

  FIG. 4 shows an example of the utility value V of the route. FIG. 4 shows the LOS and utility value V of each route in the intercity passenger traffic network 10 shown in FIG. 4A shows the utility value V of each path between the nodes A to B, FIG. 4B shows the utility value V of each path between the nodes B to C, and FIG. The utility value V of each path between the nodes A to C is shown. In FIG. 4, the utility value V of each path is a value based on the link LOS shown in FIG.

Subsequently, the OD traffic volume T between the two nodes is calculated using the utility value V of each route. FIG. 5 is an explanatory diagram for calculating the OD traffic volume T between two nodes. FIG. 5 shows calculation of the OD traffic volume T _AB between the nodes A and B. The OD traffic volume T is calculated from city data of cities corresponding to two nodes and accessibility between the two nodes. The city data is the population of the city and GRP (Gross Regional Product). Accessibility is calculated from the generalized cost C between two nodes. The generalized cost C is calculated from the utility value V of each route between two nodes. That is, it can be said that the OD traffic volume T is calculated from the city data (population, GRP) of each city corresponding to the two nodes and the utility value V of each route between the two nodes.

  Specifically, the utility value V of each route between the nodes can be used as a variable, and the generalized cost C can be calculated by defining a function that reduces the generalized cost C as the utility value V increases. Further, the generalization cost C is a variable, and the accessibility can be calculated by determining a function that increases the accessibility as the generalization cost C is smaller. In addition, the population, GRP, and accessibility of each node are used as variables, and a function is defined to increase the OD traffic T between the nodes as the population increases, the GRP increases, and the accessibility increases. T can be calculated. Therefore, the OD traffic volume T increases as the population of the node increases, the GRP increases, and the utility value V of each route between the nodes increases between the nodes that are the targets for calculating the OD traffic volume T. Become.

なお、２ノード間の各経路ｉの選択確率Ｐｉの総和は「１．０」になる。 Next, calculation of the number of passengers by link node will be described. First, the selection probability P of each route between two nodes is calculated. The selection probability Pi of the route i is calculated according to the following equation (1) based on the utility value V _i of the route _i and the route overlap rate CF _i .

Note that the sum of the selection probabilities Pi of the paths i between the two nodes is “1.0”.

  FIG. 6 is an explanatory diagram of the route overlap rate CF. FIG. 6 shows an example in which nodes Y and Z exist between the nodes A and B, and five links v to z as indicated by broken lines exist between the nodes. As routes, three routes AB5 to AB7 indicated by thick solid lines are set.

上式（２）において、α，βは定数である。経路の距離Ｌとは、当該経路が経由する各リンクの距離ｌの合計である。リンクの距離ｌとは、対応する交通機関を利用したときの移動距離である。つまり、経由するリンクが完全に一致しないため、経路毎に距離Ｌは異なる。 The overlap rate CF _i of the route _i is calculated according to the following equation (2) using the distance L _i of the route and the distance L _j of the other route j.

In the above equation (2), α and β are constants. The route distance L is the sum of the distances l of the links through which the route passes. The link distance l is the moving distance when the corresponding transportation is used. In other words, since the links that are routed do not completely match, the distance L differs for each route.

For example, in FIG. 6, the path AB5, AB6 the link w is a part of the links through which, because x does not overlap with other routes with overlap each other, each of the overlapping ratio CF _5, CF ₆ is equal. Path AB7 is because it does not with any duplication of other routes AB5, AB6, overlapping ratio CF ₇ is "0".

  Then, for each route, the OD traffic amount T between the corresponding two nodes is multiplied by the selection probability P of the route to calculate a route-specific traffic amount Q that is the number of passengers traveling along the route.

Subsequently, the number of passing passengers QE for each link and the number of transit passengers QV for each node when the passengers of the traffic amount Q for each route move simultaneously on each route are calculated from the traffic amount Q for each route. To do. FIG. 7 is an explanatory diagram for calculating the number of passing passengers QE of the link. As shown in FIG. 7, the number of passing passengers QE of a link is the sum of the traffic volume Q for each route of all routes including the link. In FIG. 7, the path is indicated by a thick solid line. For example, in Figure 7, passage passenger numbers QE _a link a is determined as follows. That is, since the link a is included in the route AB3 between A and B, the routes BC2 and BC3 between B and C, and the route AC1 between A and C, the number of passing passengers QE _a of the link _a is The total traffic volume Q _AB3 , Q _BC2 , Q _BC3 , and Q _AC1 of each route AB3, BC2, BC3, and AC1.

FIG. 8 is an explanatory diagram for calculating the number of transit passengers QV of the node. The route is indicated by a thick solid line as in FIG. As shown in FIG. 8, the number of transit passengers QV of a node is calculated for each combination of two links connecting the nodes. For example, in FIG. 8, node A is connected to three links a, b, and d. Accordingly, the number of transfer passengers QV _Aab between the links a and b, the number of transfer passengers QV _Abd between the links b and d, and the number of transfer passengers QV _Aad between the links a and d are calculated as the number of transfer passengers QV at the _{node A.}

As shown in FIG. 8, the number of transit passengers QV of a node is the sum of the traffic amount Q for each route for all routes including the node as a transit node. For example, the node A is a transfer node for the routes BC2 and BC3 between B and C, and the links to be transferred by the node A include links a and b, links a and d, and links b and d. . The number of transit passengers QV _Aab between the links a and b is the route-specific traffic volume Q _BC2 of the route BC2. The number of transit passengers QV _Aad between the links a and d is the route-specific traffic volume Q _BC3 of the route BC3. The number of transit passengers QV _Abd between the links b and d is “0” because there is no route.

  Next, evaluation of LOS candidates will be described. In the present embodiment, convenience and environmental load are used as evaluation indexes for LOS candidates.

上式（３）において、「Ｔ_ＯＤ ^１」は、基準ＬＯＳ候補についての２都市間ＯＤのＯＤ交通量ＴＯＤ、「Ｃ_ＯＤ ^１」は、基準ＬＯＳ候補についての２都市間ＯＤの一般化費用、である。また、「Ｔ_ＯＤ ^２」は、評価対象のＬＯＳ候補についての２都市間の組み合わせＯＤのＯＤ交通量ＴＯＤ、「Ｃ_ＯＤ ^２」は、評価対象のＬＯＳ候補についての２都市間ＯＤの一般化費用、である。 Specifically, a UB (User Benefits) value is calculated as an evaluation index value for convenience. The UB value is calculated according to the following equation (3).

In the above equation (3), “T _OD ¹ ” is the OD traffic volume TOD of the two-city OD for the reference LOS candidate, “C _OD ¹ ” is the generalized cost of the two-city OD for the reference LOS candidate, It is. “T _OD ² ” is the OD traffic volume TOD of the combined OD between the two cities for the LOS candidate to be evaluated, and “C _OD ² ” is the generalization cost of the OD between the two cities for the LOS candidate to be evaluated. .

上式（４）において、「Ｄｊ」はリンクｊの運行本数、「ｌｊ」はリンクｊの距離、「Ｇｊ」はリンクｊに対応する交通機関の単位距離当たりのＣＯ２排出量、である。リンクｊの距離ｌｊは、対応する交通機関による移動距離である。つまり、各リンクのＬＯＳの一つである運行本数に着目すると、運行本数が多いほど、ネットワーク全体のＣＯ２排出量が多くなる。 In addition, as an evaluation index value of environmental load, the CO2 emission amount of the entire intercity passenger traffic network is calculated. The CO2 emission amount is the sum of the CO2 emission amounts of each link, and is calculated according to the following equation (4).

In the above equation (4), “Dj” is the number of links j, “lj” is the distance of link j, and “Gj” is the CO2 emission amount per unit distance of the transportation system corresponding to link j. The distance lj of the link j is a moving distance by the corresponding transportation facility. That is, paying attention to the number of trains that is one of the LOS of each link, the larger the number of trains, the greater the amount of CO2 emissions of the entire network.

  Then, for each LOS candidate, the UB value, which is an evaluation index value for convenience, is multiplied by the first coefficient, and the respective values obtained by multiplying the CO2 emission amount, which is the evaluation index value for environmental load, by the second coefficient are added. The composite index value obtained in this way is calculated. The first coefficient and the second coefficient can be set as values for determining the relative relationship between the UB value and the CO2 emission amount in calculating the composite index value. Then, the LOS candidate whose composite index value satisfies a predetermined high evaluation condition is set as the optimum LOS. In the present embodiment, the predetermined high evaluation condition is set as the maximum composite index value.

  Next, the number of passengers by link / node corresponding to the optimum LOS and the number of passengers by link / node corresponding to the reference LOS are compared, and the cities satisfying a predetermined bottleneck and the transportation between cities are bottled. Estimate and extract as a neck location.

FIG. 9 is an explanatory diagram of extraction of a bottleneck location. As shown in FIG. 9, the difference ΔQV (= QV ₂ −QV ₁ ) between the number of transit passengers QV ₁ corresponding to the reference LOS and the number of transit passengers QV ₂ corresponding to the optimum LOS is calculated for each node. Then, among all the nodes, a node for which the difference ΔQV in the number of transfer passengers satisfies the first excessive condition is extracted as a bottleneck location. The first excessive condition is a predetermined number of persons or more that defines a predetermined number of persons as a threshold. Further, a difference ΔQE (= QE ₂ −QE ₁ ) between the number of passing passengers QE ₁ corresponding to the reference LOS and the number of passing passengers QE ₂ corresponding to the optimum LOS is calculated for each link. Then, of all the links, a link with a difference ΔQE in the number of passing passengers that satisfies the second overload condition is estimated as a bottleneck portion, and all bottleneck portions are extracted. The second excessive condition may be a predetermined number of persons or more, which is a predetermined number of persons as a threshold, and may be the same condition as the first excessive condition. Moreover, as the bottleneck location to be finally extracted, only the location where ΔQV is the maximum or the location where ΔQE is the maximum may be extracted from the estimated bottleneck locations.

[Function configuration]
FIG. 10 is a functional configuration diagram of the bottleneck extraction apparatus 1. According to FIG. 10, the bottleneck extraction apparatus 1 includes an operation unit 102, a display unit 104, a sound output unit 106, a communication unit 108, a processing unit 200, and a storage unit 300. .

  The operation unit 102 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an operation signal corresponding to the operation input to the processing unit 200. The display unit 104 is a display device realized by, for example, an LCD, and performs display in accordance with a display signal from the processing unit 200.

  The sound output unit 106 is a sound output device realized by a speaker or the like, for example, and outputs a sound according to the sound signal from the processing unit 200. The communication unit 108 is a wired or wireless communication device realized by, for example, a wireless communication module, a router, a modem, TA, a wired communication cable jack, a control circuit, and the like, and performs communication with an external device.

  The processing unit 200 is an arithmetic device realized by, for example, a CPU or the like. To the units constituting the bottleneck extraction device 1 based on programs and data stored in the storage unit 300, operation signals from the operation unit 102, and the like. Instruction and data transfer are performed, and overall control of the bottleneck extraction apparatus 1 is performed. The processing unit 200 includes a LOS candidate generation unit 202, a route search unit 204, a utility value calculation unit 206, an inter-node attribute calculation unit 208, a candidate evaluation unit 210, an optimum LOS selection unit 212, a link It has a passenger calculation unit 214 by node and a bottleneck extraction unit 216, performs bottleneck extraction processing (see FIG. 23) according to the bottleneck extraction program 302, and increases passenger flow in the target inter-city passenger traffic network. The city that becomes the bottleneck of the city and the transportation between cities are extracted.

  Here, the configuration such as the connection relationship between the nodes and links constituting the target inter-city passenger traffic network, the correspondence relationship between the nodes and the city, and the correspondence relationship between the link and the transportation system is stored as the network configuration data 304. ing.

  Further, the reference LOS of each link constituting this intercity passenger traffic network is stored as reference LOS data 312.

  FIG. 11 is a diagram illustrating an example of a data configuration of the reference LOS data 312. According to FIG. 11, the reference LOS data 312 stores the required time 312b, the fare 312c, and the number of services 312d in association with each link 312a constituting the intercity passenger traffic network.

  The LOS candidate generation unit 202 generates a plurality of LOS candidates. Specifically, it is generated by changing the number of trains in the reference LOS. The generated LOS candidate is stored as LOS candidate data 328.

  FIG. 12 is a diagram illustrating an example of a data configuration of the LOS candidate data 328. According to FIG. 12, the LOS candidate data 328 is generated for each LOS candidate, and the required time 320b, the fare 320c, and the number of operations 320d are stored in association with each link 320a constituting the intercity passenger traffic network. doing.

  The route search unit 204 uses all the two nodes in the target inter-city passenger traffic network 10 based on the reference LOS specified as a processing target in the processing unit 200 or any LOS candidate (hereinafter referred to as “designated LOS”). For the combination, a route between two nodes is searched. The searched route is stored as the search route data 316 of the reference LOS calculation data 314 when the designated LOS is the reference LOS (see FIG. 21), and when the designated LOS is a LOS candidate, The search path data 332 of the corresponding LOS candidate calculation data 330 is stored (see FIG. 22).

  The searched route data 316 and 332 have the same configuration. As an example, FIG. 13 shows an example of the data configuration of the searched route data 316. According to FIG. 13, the searched route data 316 stores the required time 316b, the fare 316c, the operation number 316d, the number of transfers 316e, and the utility value 316f in association with each route 316a. The required time 316b, the fare 316c, the operation number 316d, the number of transfers 316e, and the utility value 316f, which are the route LOS, are calculated by the utility value calculation unit 206.

  The utility value calculation unit 206 calculates the utility value V of each route searched by the route search unit 204. Specifically, for each route, the required time, the fare, the number of operations, and the number of transfers are calculated from the LOS of each link constituting the route determined by the designated LOS, and the utility value is calculated from the route LOS. V is calculated (see FIG. 4).

  The inter-node attribute calculation unit 208 calculates the generalized cost C and the OD traffic T between the nodes when the designated LOS is applied to the target inter-city passenger traffic network. Specifically, the generalized cost C between the two nodes is calculated from the utility value V of each route between the two nodes, and the accessibility between the two nodes is calculated from the generalized cost C. Next, the OD traffic volume T between the two nodes is calculated from the population and GRP of each city corresponding to each of the two nodes and the accessibility between the two nodes.

  Here, the population and GRP of each city are stored as city data 306. FIG. 14 is a diagram illustrating an example of the data configuration of the city data 306. According to FIG. 14, the city data 306 stores a population 306 b and a GRP 306 c in association with each city 306 a corresponding to a node constituting the target inter-city passenger traffic network 10.

  The calculated generalized cost C and OD traffic volume T are stored as inter-node attribute data 318 of the reference LOS calculation data 314 when the specified LOS is the reference LOS (see FIG. 2). Is stored as the inter-node attribute data 334 of the LOS candidate calculation data 330 corresponding to the LOS (see FIG. 22).

  The inter-node attribute data 318 and 334 have the same configuration. As an example, FIG. 15 shows an example of the data configuration of the inter-node attribute data 318. According to FIG. 15, the inter-node attribute data 318 stores the generalized cost 318b, the accessibility 318c, and the OD traffic 318d in association with each other between the nodes 318a.

  The candidate evaluation unit 210 evaluates each LOS candidate generated by the LOS candidate generation unit 202. Specifically, the UB value is calculated as a convenience evaluation index value using the generalized cost C between the two nodes and the OD traffic volume T according to the equation (3). In addition, the CO2 emissions of the entire inter-city passenger traffic network as the evaluation index value of the environmental load, using the operation number D of each link, the distance l, and the CO2 emissions G per unit distance of the corresponding transportation system, It calculates according to Formula (4).

  Here, the CO2 emission amount G per unit distance of the transportation facility is stored as transportation facility data 310. FIG. 16 is a diagram illustrating an example of the data configuration of the transportation facility data 310. According to FIG. 16, the transportation facility data 310 stores the CO2 emission amount 310b per unit distance in association with each transportation facility 310a.

  The link distance 1 is the distance traveled by the corresponding transportation between the corresponding cities, and is stored as the inter-node distance data 308. FIG. 17 is a diagram illustrating an example of a data configuration of the inter-node distance data 308. According to FIG. 17, the inter-node distance data 308 stores the movement distance 308b when each transportation facility is used in association with each inter-node 308a.

  The calculated evaluation index value is stored as evaluation data 336 of the LOS candidate calculation data 330 of the corresponding LOS candidate. FIG. 18 is a diagram illustrating an example of a data configuration of the evaluation data 336. According to FIG. 18, the evaluation data 336 stores the evaluation index value 336b in association with each evaluation index 336a.

  The optimum LOS selection unit 212 selects, as the optimum LOS, one LOS candidate whose evaluation index value by the candidate evaluation unit 210 satisfies a predetermined high evaluation condition from among the LOS candidates generated by the LOS candidate generation unit 202. For example, for each LOS candidate, a composite index value obtained by adding a predetermined weight to each of the UB value, which is an evaluation index value of passenger flow, and the CO2 emission amount, which is an evaluation index value of environmental load, is highly evaluated. As a condition, the LOS candidate having the maximum combined index value is set as the optimum LOS. Data relating to the optimum LOS is stored as optimum LOS data 338 (see FIG. 10).

  The link / node-specific passenger count calculation unit 214 calculates the number of passing passengers QE of each link in the target inter-city passenger traffic network and the number of transit passengers QV of each node when the designated LOS is applied.

  Specifically, first, the selection probability P of each route between two nodes is calculated according to the formula (1) from the utility value V and the overlap rate CF of the route calculated using the designated LOS. Here, the route overlap rate CF is calculated using the movement distance between the corresponding nodes and the overlap distance with other routes (see FIG. 6). The movement distance between nodes is a movement distance when using a transportation facility, and is stored as inter-node distance data 308.

  Then, the traffic volume Q for each route between the two nodes is calculated after multiplying the OD traffic amount T between the two nodes calculated using the designated LOS by the selection probability P of the route (see FIG. 5). ). When the traffic volume Q for each route between all two nodes is calculated, the number of passing passengers QE for each link is calculated as the sum of the traffic volumes Q for all routes including the link (see FIG. 7). ). Further, the number of transit passengers QV of each node is calculated as the sum of the traffic volume Q for each route for all routes including the node as a transit node for each combination of two links connecting the nodes (see FIG. 8). .

  The calculated number of passing passengers QE and the number of transit passengers QV are stored as reference LOS passenger number data 320 when the designated LOS is the reference LOS, and when the designated LOS is the optimum LOS, the optimum LOS passenger is stored. It is stored as numerical data 340 (see FIG. 10).

  FIG. 19 is a diagram illustrating an example of a data configuration of the reference LOS passenger number data 320. As illustrated in FIG. According to FIG. 19, the reference LOS passenger count data 320 includes route-specific traffic volume data 322, link passing passenger count data 324, and node transfer passenger count data 326. The route-specific traffic data 322 stores a selection probability 322b and a route-specific traffic 322c in association with each route 322a. The link passing passenger number data 324 stores the passing passenger number 324b in association with each link 324a constituting the target inter-city passenger traffic network. The node transfer passenger number data 326 stores the number of transfer passengers 326b in association with each node 326a constituting the target inter-city passenger traffic network.

  FIG. 20 is a diagram illustrating an example of a data configuration of the optimum LOS passenger number data 340. As illustrated in FIG. As shown in FIG. 20, the optimum LOS passenger number data 340 has the same configuration as the reference LOS passenger number data 320. The route-specific traffic data 342, the link passing passenger number data 344, the node transfer passenger number data 346, and the like. including.

The bottleneck extraction unit 216 compares the number of passengers by link / node corresponding to the reference LOS and the number of passengers by link / node corresponding to the optimum LOS, and determines the passenger flow in the target inter-city passenger traffic network. Estimate and extract bottleneck locations. Specifically, for each node, a difference ΔQV (= QV ₂ −QV ₁ ) between the number of transit passengers QV ₁ corresponding to the reference LOS and the number of transit passengers QV ₂ corresponding to the optimum LOS is calculated. Then, out of all the nodes, the node satisfying the first excess condition “is a predetermined number or more” of the difference ΔQV of the number of passengers is estimated and extracted as a bottleneck location. For each link, a difference ΔQE (= QE ₂ −QE ₁ ) is calculated between the number of passing passengers QE ₁ corresponding to the reference LOS and the number of passing passengers QE ₂ corresponding to the optimum LOS. Then, out of all the links, a link satisfying the second excess condition “is equal to or greater than a predetermined number” is extracted as a bottleneck portion (see FIG. 9). The links and nodes extracted as bottleneck locations are stored as bottleneck location data 348.

  The storage unit 300 is a storage device realized by, for example, a hard disk, ROM, RAM, or the like, and a system program for the processing unit 200 to integrally control the bottleneck extraction device 1 and a program for realizing various functions. In addition to storing data and data, it is used as a work area of the processing unit 200 and temporarily stores calculation results executed by the processing unit 200 according to various programs, operation data from the operation unit 102, and the like. The storage unit 300 includes a bottleneck extraction program 302, network configuration data 304, city data 306, inter-node distance data 308, transportation facility data 310, reference LOS data 312, and reference LOS calculation data 314. Reference LOS passenger number data 320, LOS candidate data 328, LOS candidate calculation data 330, optimum LOS data 338, optimum LOS passenger number data 340, and bottleneck location data 348 are stored.

  The reference LOS calculation data 314 is data calculated in the process until the inter-node attribute for the reference LOS is calculated. FIG. 21 is a diagram illustrating an example of the data configuration of the reference LOS calculation data 314. According to FIG. 21, the reference LOS calculation data 314 stores search route data 316 and inter-node attribute data 318.

  The LOS candidate calculation data 330 is data calculated in the process until each LOS candidate is evaluated. FIG. 22 is a diagram illustrating an example of a data configuration of the LOS candidate calculation data 330. According to FIG. 22, the LOS candidate calculation data 330 is generated for each LOS candidate and is a candidate NO. Corresponding to 330a, search route data 332, inter-node attribute data 334, and evaluation data 336 are stored.

[Process flow]
FIG. 23 is a flowchart for explaining the flow of the bottleneck extraction process. This processing is realized by the processing unit 200 executing the bottleneck extraction program 302.

  First, the LOS candidate generation unit 202 generates and sets a plurality of LOS candidates by changing the reference LOS (step S1). A plurality of LOS candidates may be set and stored in advance.

  Next, a loop A process is performed for each of these LOS candidates. In loop A, first, the route search unit 204 searches for a plurality of routes for each of all two cities (step S3). Next, the utility value calculation unit 206 calculates the utility value V of each searched route using the target LOS candidate (step S5).

  Subsequently, the OD traffic volume calculation unit 208 calculates accessibility for each node from the utility value V of each route between the nodes, and the accessibility and city data corresponding to each of the two nodes (in the present embodiment). The OD traffic volume T between the two target nodes is calculated from (population and GRP) (step S7). Next, the candidate evaluation unit 210 calculates the UB value and the CO2 emission amount of the entire network as evaluation index values for the target LOS candidate (step S9). Loop A is performed in this way.

  When the processing of loop A for all LOS candidates is completed, the optimum LOS selection unit 212 selects one LOS candidate whose evaluation index value satisfies a predetermined high evaluation condition from among the LOS candidates as the optimum LOS. (Step S11). Subsequently, the link / node-specific passenger calculation unit 214 calculates the selection probability P of each route between the two nodes for each of the two nodes, and selects this OD traffic volume T between the two nodes based on the optimum LOS. By multiplying the probability P, the route-specific traffic volume Q of the route is calculated (step S13). Then, the number of passing passengers QV of each link is calculated as the sum of the traffic volume Q for each route of all routes including the link. Further, the number of transit passengers QE of each node is calculated as the sum of the traffic volume Q for each route for all routes including the node as a transit node for each combination of two links connecting the nodes (step S15).

  Similarly, the link / node-specific passenger calculation unit 214 calculates the route-specific traffic volume Q for each route for the reference LOS (step S17), the number of passing passengers QV for each link, and the transfer passengers for each node. The number QE is calculated (step S19).

  Subsequently, the bottleneck extraction unit 216 compares the number of passengers by link / node corresponding to the optimum LOS and the number of passengers by link / node corresponding to the reference LOS, and determines a node (city) that satisfies a predetermined bottleneck condition. ) And links (transportation means between cities) are estimated and extracted as bottleneck locations (step S21). Thereafter, when the node (city) and the link (urbanized transportation means) extracted as the bottleneck location are displayed and output on the display unit 114, the bottleneck extraction process is terminated.

[Function and effect]
As described above, according to the bottleneck extraction apparatus 1 of the present embodiment, it is possible to extract a city or a transportation means between cities that can be a bottleneck part in passenger flow in an intercity passenger traffic network. Specifically, a plurality of LOS candidates different from the previously stored reference LOS are generated, and each of these LOS candidates is set between each node (each city when the LOS candidate is applied to an intercity passenger traffic network). The generalized cost C and the OD traffic volume T are evaluated, and the optimum LOS whose evaluation result satisfies the predetermined high evaluation condition is selected. Then, when this optimal LOS is applied to an intercity passenger traffic network, the number of transit passengers QV of each node, the number of passing passengers QE of each link, and each node when the reference LOS is applied to an intercity passenger traffic network The number of transit passengers QV and the number of passing passengers QE of each link are compared. Nodes (city) where the number of transit passengers is a predetermined number or more and links where the number of passing passengers is a predetermined number or more (between cities) (Transportation) is estimated as a bottleneck and extracted.

[Modification]
It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention.

(A) Environmental load index value In the above-described embodiment, the CO2 emission amount of the entire inter-city passenger traffic network is used as the environmental load index value. It is good as quantity. The energy consumption of the entire inter-city passenger traffic network is the sum of the energy consumption of each link, and the energy consumption of a certain link j is the number of operation of the link j, the distance Lj, and the corresponding transportation unit. Calculated as the product of energy consumption per distance. That is, for example, the greater the number of services that are one of the LOSs of each link, the greater the energy consumption of the entire inter-city passenger traffic network.

(B) Generation of LOS candidates In the above-described embodiment, the LOS candidates are generated by changing the number of trains. However, the LOS candidates are generated by changing other factors such as required time and fare. Also good. It is also possible to set and store a plurality of LOS candidates in advance and use them.

(C)
In the above-described embodiment, the structure of the intercity passenger traffic network itself is fixed, but may be changed. For example, by creating a LOS candidate by adding a new link and variously setting the LOS of the added link, it is possible to estimate and extract a bottleneck location by newly establishing a transportation facility.

(D) LOS
In the above-described embodiment, the required time, the fare, the number of trains, and the number of transfers are used as elements of the LOS. For example, an index value indicating comfort during transportation and an index value indicating the possibility of transport delay may be included.

(E) Evaluation index In the above-mentioned embodiment, convenience (UB value) and environmental load (CO2 emission of the entire inter-city passenger traffic network) are used as evaluation indexes for LOS candidates. But it ’s okay. However, it is necessary to employ an evaluation index in which the quality of the evaluation value changes depending on the LOS that is changed when the LOS candidate is generated. In addition, the evaluation is based on the composite index value based on the linear sum of the two index values, but the calculation method of the composite index value may be other than this, and the composite index value is not calculated, and each one is evaluated. It is also good.

(F) Intercity transport network In the above-described embodiment, the embodiment in which the present invention is applied to an intercity passenger traffic network in which a transport target is a passenger has been described. However, the present invention is similarly applied to a network in which a transport target is a cargo. Is applicable. Moreover, as a transportation means, you may include a ship other than a railroad, an airplane, and an express bus. In addition to the entire country, the scale of the network may be one region, or the present invention can be applied to a network that extends over a plurality of countries (for example, the Asian region, the North American continent, Europe, the entire earth, etc.). .

DESCRIPTION OF SYMBOLS 1 Bottleneck extraction apparatus 102 Operation part, 104 Display part, 106 Sound output part, 106 Communication part 200 Processing part 202 LOS candidate production | generation part, 204 Path search part 206 Utility value calculation part, 208 Internode attribute calculation part 210 Candidate evaluation part 212 Optimal LOS selection unit 214 Number of passengers by link / node calculation unit 216 Bottleneck extraction unit 300 Storage unit 302 Bottleneck extraction program, 304 Network configuration data 306 City data, 308 Inter-node distance data 310 Transportation facility data, 312 Reference LOS Data 314 Reference LOS calculation data, 320 Reference LOS passenger count data 328 LOS candidate data, 330 LOS candidate calculation data 338 Optimal LOS data, 340 Optimal LOS passenger count data 348 Bottleneck location data

Claims (8)

A program for causing a computer to extract bottlenecks on transport flow in an intercity transport network in which transport means between cities and cities are determined,
A storage unit for storing a first transport service level and a first transport amount for each of the transport means connecting the cities as transport data in the inter-city transport network;
A setting unit configured to set a plurality of candidates for a second transportation service level different from the first transportation service level;
An evaluation unit for evaluating the plurality of set candidates;
Using the given transport demand between the cities, a second transport amount for each of the transport means connecting the cities when the second transport service level is reached is estimated for each candidate. Transportation amount estimation department,
For each of the transportation means connecting the cities, the first transportation amount is compared with the second transportation amount relating to a candidate whose evaluation result by the evaluation unit satisfies a predetermined high evaluation condition. An extraction unit that estimates and extracts a location that satisfies the bottleneck condition as a bottleneck location,
A program for causing the computer to function as For each of the candidates, the computer is caused to function as a utility value calculation unit that calculates a utility value based on the second transport service level for each route connecting the cities with different combinations of transportation means or via cities. ,
The transportation amount estimation unit estimates the second transportation amount for each candidate using the utility value and predetermined city data of each city.
The program according to claim 1. The transportation amount estimation unit includes a route-specific transportation amount estimation unit that estimates a route-specific predicted transportation amount for each route using the utility value and the city data, and the route-specific transportation amount estimation unit Calculating the second transport amount by counting by the transport means connecting the cities,
The program according to claim 2. Further causing the computer to function as an environmental load estimation unit that estimates an environmental load when transporting according to the candidate in the intercity transport network;
The evaluation unit evaluates each of the candidates using the second transportation amount and the environmental load.
The program as described in any one of Claims 1-3. The extraction unit is a city serving as a relay point for transferring the transportation means, and extracts a city satisfying a predetermined excess condition as a difference in transport amount relayed in the city as the bottleneck location,
The program as described in any one of Claims 1-4. The extraction unit extracts, as the bottleneck portion, an individual transportation means that satisfies a predetermined excess condition among the individual transportation means between the cities,
The program as described in any one of Claims 1-4. The first transportation service level and the second transportation service level include at least one of a required time, a fare, and the number of services.
The program as described in any one of Claims 1-6. An extraction device for extracting a bottleneck on transport flow in an inter-city transport network in which transport means between cities and cities are determined,
As storage data in the intercity transport network, a storage unit that stores a first transport service level and a first transport amount relating to each of the transport means connecting the cities,
A setting unit for setting a plurality of candidates for a second transport service level different from the first transport service level;
An evaluation unit for evaluating the plurality of set candidates;
Using the given transport demand between the cities, a second transport amount for each of the transport means connecting the cities when the second transport service level is reached is estimated for each candidate. A transportation estimation unit;
For each of the transportation means connecting the cities, the first transportation amount is compared with the second transportation amount relating to a candidate whose evaluation result by the evaluation unit satisfies a predetermined high evaluation condition. An extraction unit that estimates and extracts a location that satisfies the bottleneck condition as a bottleneck location,
Extraction device with.

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