JP2022102927A - Operation supporting device, operation management system, operation supporting method and operation supporting program - Google Patents

Abstract

To provide an operation supporting device which can efficiently operate a mobile object.SOLUTION: An operation supporting device comprises: a user prediction unit 13 which predicts the number of users of a bus by using information regarding the number of passengers of a train, which is human flow information showing a human flow in a first time zone of a bus stop to which buses are allocated; and a driving plan creation unit 14 which creates an operation plan of the bus by using an advance driving plan which is a driving plan of the bus created by using information acquired in a second time zone before the first time zone, and a prediction result by the user prediction unit 13.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to an operation support device, an operation management system, an operation support method, and an operation support program for managing the operation of transportation means.

For fixed-route buses, community buses, etc., the departure time is generally set in advance by a timetable. Also, for taxis, bicycle rentals, etc., an operation plan such as how many units will be placed in a designated place such as in front of a station for each time zone is set in advance.

For fixed-route buses departing from the station front, the departure time may be set according to the arrival time in the train timetable in consideration of the convenience of passengers getting off the train. In this way, even if the departure time of the fixed-route bus is set in consideration of the arrival time of the train, if the train is delayed, the fixed-route bus will depart at the set departure time, so the train passengers will be on the next route. You will have to wait until the departure time of the bus.

In Patent Document 1, in order to solve the above-mentioned problem, a technique is provided in which a station management center monitors the arrival of a train at a station and sends delay information indicating a delay time from the scheduled time of the train to a bus operation support center. It has been disclosed.

Japanese Patent Application Laid-Open No. 2003-331379

However, in the technique described in Patent Document 1, the congestion situation and the usage situation in the surrounding area are not taken into consideration, and the moving body cannot be operated efficiently.

The present disclosure has been made in view of the above, and an object of the present disclosure is to obtain an operation support device capable of efficiently operating a moving body.

In order to solve the above-mentioned problems and achieve the object, the operation support device according to the present disclosure moves using the person flow information indicating the person flow in the first time zone of the place related to the place where the mobile body is deployed. It is equipped with a user prediction unit that predicts the number of users of the body. The operation support device further includes a preliminary operation plan, which is an operation plan of the mobile body created by using the information acquired in the second time zone before the first time zone, and the prediction result by the user prediction unit. It is equipped with an operation plan creation unit that creates an operation plan for a moving object using and.

According to the present disclosure, there is an effect that the moving body can be operated efficiently.

The figure which shows the configuration example of the operation management system which concerns on Embodiment 1. A flowchart showing an example of the operation support processing procedure in the operation support device of the first embodiment. Schematic diagram for explaining the method of predicting the number of users in the operation support device of the first embodiment. The figure which shows an example of the user ratio information of the moving body of Embodiment 1. The figure which shows an example of the coefficient information which shows the coefficient of each section of Embodiment 1. The figure which shows an example of the preliminary operation plan and the fixed operation plan of Embodiment 1. The figure which shows the configuration example of the computer system which realizes the operation support apparatus of Embodiment 1. The figure which shows an example of the coefficient information which shows the coefficient for each station of Embodiment 1. The figure which shows the configuration example of the operation management system which concerns on Embodiment 2. A flowchart showing an example of the operation support processing procedure in the operation support device of the second embodiment. The figure which shows the configuration example of the operation management system which concerns on Embodiment 3. Schematic diagram showing an example of a bus stop to be supported by the operation support device of the third embodiment A flowchart showing an example of the operation support processing procedure of the operation support device of the third embodiment when the advance operation plan is not used. A flowchart showing an example of the operation support processing procedure of the operation support device of the third embodiment when the advance operation plan is used. The figure which shows the configuration example of the operation management system which concerns on Embodiment 4. A flowchart showing an example of the operation support processing procedure in the operation support device of the fourth embodiment. The figure which shows the configuration example of the operation management system which concerns on Embodiment 5. A flowchart showing an example of the operation support processing procedure in the operation support device of the fifth embodiment.

Hereinafter, the operation support device, the operation management system, the operation support method, and the operation support program according to the embodiment will be described in detail based on the drawings.

Embodiment 1.
FIG. 1 is a diagram showing a configuration example of an operation management system according to the first embodiment. The operation management system of the present embodiment includes an operation support device 1 that supports the operation of a bus, which is an example of a moving body, and a vehicle dispatch device 2 that manages the dispatch of a bus.

The operation support device 1 of the present embodiment supports the operation of a bus departing from a bus stop provided in front of a station where a train stops. Here, the station front is not limited to the front direction of the station as long as it is within a certain distance from the stations around the station.

The vehicle dispatching device 2 is a device that manages the operation of the bus, and includes a pre-driving plan creating unit 21, a pre-driving plan transmitting unit 22, and a driving plan receiving unit 23, as shown in FIG. The pre-operation plan creation unit 21 creates in advance an operation plan (also referred to as an operation plan) including the time of the bus departing from the platform targeted for the operation support of the operation support device 1 and the operation route. The pre-operation plan transmission unit 22 transmits the pre-operation plan to the operation support device 1. The pre-operation plan creation unit 21, the pre-operation plan transmission unit 22, and the operation plan reception unit 23 are examples of the pre-operation plan creation unit, the pre-operation plan transmission unit, and the operation plan reception unit, respectively.

The operation support device 1 predicts the number of bus users using information on the number of passengers of the train received from the train integrated management device 3 mounted on the train via the ground device 5, and uses the predicted results in advance. An operation plan is created by modifying the operation plan, and the created operation plan is transmitted to the vehicle dispatching device 2 as a final operation plan. The operation plan receiving unit 23 of the vehicle dispatching device 2 receives the fixed operation plan received from the operation support device 1. The vehicle dispatching device 2 dispatches a bus based on a fixed operation plan. Although the vehicle dispatching device 2 has shown an example of creating a pre-driving plan here, a pre-driving planning device for creating a pre-driving plan may be provided separately from the vehicle dispatching device 2. In this case, the vehicle dispatching device 2 receives the pre-driving plan from the pre-driving planning device and transmits it to the operation support device 1. Further, the operation support device 1 may include a pre-operation plan creation unit 21 for creating a pre-operation plan. In this case, the vehicle dispatching device 2 does not have to include the advance driving plan transmission unit 22.

As shown in FIG. 1, the train integrated management device 3 mounted on the train has a status information acquisition unit 32 for acquiring status information corresponding to the equipment 4 from various equipment 4 mounted on the train, and a status information acquisition unit 3. It includes a state information transmitting unit 31 that transmits information regarding the number of passengers of the train among the state information acquired by the unit 32 to the ground device 5. The state information includes information indicating the state of the device 4, information detected or measured by the device 4, and the like. Information on the number of passengers in a train is, for example, at least information on the air spring pressure of the bogie, an image captured by an in-vehicle surveillance camera, the number of counts of the number of people passing through the entrance / exit, and information on radio waves transmitted from a mobile terminal. There is one. The information related to the radio waves transmitted from the mobile terminal may be the number of Bluetooth (registered trademark) devices such as smartphones, or the terminal connected to the access point such as Wi-Fi (registered trademark) installed in the vehicle. It may be the number of. Therefore, the device 4 includes a device for acquiring information indicating the air spring pressure of the trolley, an in-vehicle monitoring camera, a sensor for counting the number of people passing through the entrance / exit of the train (for example, a laser sensor, an infrared sensor), and a radio wave from a mobile terminal. Includes at least one of the receiving devices capable of receiving. The information about the radio wave transmitted from the mobile terminal may be, for example, the number of radio waves, that is, radio signals received within a certain period of time in the receiving device in the train, or may be the received power in the receiving device. .. In general, the train is also equipped with the device 4 other than these, but here, the device 4 related to the operation of the operation support of the present embodiment will be described, and the operation of the operation support of the present embodiment will be described. The description of the device 4 not related to the above will be omitted. The ground device 5 is an example of a device in a train system, and the operation support device 1 of the present embodiment only needs to be able to acquire information on the number of passengers of the train transmitted from the train integrated management device 3 mounted on the train. The communication path is not limited to the example shown in FIG.

As shown in FIG. 1, the operation support device 1 includes a person flow information receiving unit 11, a preliminary operation plan receiving unit 12, a user prediction unit 13, an operation plan creating unit 14, and an operation plan transmitting unit 15. The person flow information receiving unit 11 receives information on the number of passengers of the train, which is an example of the person flow information, from the train integrated management device 3 via the ground device 5, and outputs the information to the user prediction unit 13. The pre-driving plan receiving unit 12 receives the pre-driving plan from the vehicle dispatching device 2 and outputs it to the driving plan creating unit 14. The user prediction unit 13 predicts the number of bus users using information on the number of passengers on the train, and outputs the prediction result to the operation plan creation unit 14. The operation plan creation unit 14 creates an operation plan by modifying the preliminary operation plan using the prediction result by the user prediction unit 13, and outputs the created operation plan as a final operation plan to the operation plan transmission unit 15. The operation plan transmission unit 15 transmits the final operation plan to the vehicle dispatch device 2. The operation plan creation unit 14 may determine that the advance operation plan will not be modified by using the prediction result by the user prediction unit 13, and may create an operation plan.

The information regarding the number of passengers of the train received by the operation support device 1 of the present embodiment is the information obtained after the information which is the basis of the pre-operation plan by using the information regarding the number of passengers of the train, and the train Information before arriving at the station. In the operation support device 1 of the present embodiment, the bus waits at the landing at the scheduled time specified in the pre-driving plan in order to revise the pre-driving plan by using the information before the train arrives at the station. The bus can be operated more efficiently than when the information obtained after the arrival of the train is used. Further, since the operation support device 1 of the present embodiment creates an operation plan using the information obtained after the information that is the basis of the advance operation plan, it is more than the case where it is operated only by the advance operation plan. It is possible to create an appropriate operation plan that suits the actual situation.

In the present embodiment, a route bus or a community bus will be described as an example of a moving body, but the moving body is not limited to a bus, but a water bus, a taxi having a fixed platform, and a PMV (Personal). Mobility Vehicle), rental cycle, rental electric kickboard, etc. may be used. In the case of taxis, PMVs, bicycle rentals, rental electric kickboards, etc., timetables are not set, but how many moving objects will be placed at the landing for each time zone is set in advance as an operation plan. There is. The platform indicates a place where movement using each moving object is started, and in the case of a rental cycle, a rental electric kickboard, etc., it is a place where these are arranged, and in the case of a bus, it is a stop or the like. For moving objects other than buses, the vehicle dispatching device 2 creates a preliminary operation plan which is a preliminary operation plan of the moving object and transmits it to the operation support device 1, and the operation support device 1 of the present embodiment is a bus. Similar to the operation plan of the above, the advance operation plan can be modified by using the number of users predicted by using the information on the number of passengers of the train, and can be transmitted to the vehicle dispatching device 2 as a final operation plan.

As described above, the bus operation plan is an example of the operation plan, and the operation plan is not limited to the bus operation plan. The pre-operation plan receiving unit 12, the operation plan creating unit 14, and the operation plan transmitting unit 15 are examples of the pre-operation plan receiving unit, the operation plan creating unit, and the operation plan transmitting unit, respectively. The bus stop in front of the station is an example of a deployment location for deploying mobiles.

Next, the details of the operation of the operation support device 1 of the present embodiment will be described. FIG. 2 is a flowchart showing an example of the operation support processing procedure in the operation support device 1 of the present embodiment. As shown in FIG. 2, the pre-driving plan receiving unit 12 receives the pre-driving plan from the vehicle dispatching device 2 (step S1). As described above, the pre-operation plan receiving unit 12 outputs to the operation plan creating unit 14. The timing at which the vehicle dispatching device 2 transmits the pre-driving plan is not particularly limited, but for example, the pre-driving plan for one week may be transmitted weekly. Further, for example, when the timetable is set for each weekday and holiday, the vehicle dispatching device 2 transmits a preliminary operation plan including the set timetable, and thereafter every time the timetable is changed. You may send a pre-operation plan.

The pre-driving plan creation unit 21 of the vehicle dispatching device 2 creates a pre-driving plan based on, for example, the actual demand in the past. The actual demand in the past is, for example, the result of counting the number of bus users for a certain period in the past for each time zone. Further, the vehicle dispatching device 2 collects the above-mentioned demand record in association with event data, weather information, etc., and learns by associating the event data, weather information, etc. with the demand record. A forecast model for forecasting demand may be created, and a preliminary operation plan may be created using the forecast model. The event data is, for example, the date, start time, end time, venue, number of inmates at the venue, event content, and the like of various events. Predicted weather values are, for example, weather, temperature, humidity, rainfall, air volume, and the like. The method for creating the pre-operation plan is not limited to the above-mentioned example, and any method may be used. As described above, the pre-operation plan creation unit 21 creates a pre-operation plan assuming the number of bus users for each time zone based on the actual demand in the past. Further, in the present embodiment, the number of bus users for each time zone assumed in the pre-operation plan is also referred to as a pre-scenario. The vehicle dispatching device 2 includes the pre-scenario in the pre-driving plan and transmits it to the operation support device 1.

Returning to the description of FIG. The person flow information receiving unit 11 receives information regarding the number of passengers in the train from the ground device 5 (step S2). As described above, the person flow information receiving unit 11 outputs information regarding the number of passengers of the received train to the user prediction unit 13. The train integrated management device 3 mounted on the train periodically transmits information on the number of passengers on the train, for example, and the human flow information receiving unit 11 receives this information via the ground device 5. .. The transmission cycle of information on the number of passengers in a train is a cycle in which the person flow information receiving unit 11 can receive information on the number of passengers in a train once between two adjacent stations while the train is running, for example, about several seconds. It may be about several minutes, but it is not limited to these. Further, the transmission cycle of information regarding the number of passengers in the train may be, for example, when the train departs from the station.

Next, the user prediction unit 13 predicts the number of bus users using information on the number of passengers on the train (step S3). Here, an example of a method for predicting the number of bus users using information on the number of train passengers will be described.

FIG. 3 is a schematic diagram for explaining a method of predicting the number of users in the operation support device 1 of the present embodiment. Station A shown in FIG. 3 is a station where trains stop, and a bus stop 6 is provided in front of station A. It is assumed that the operation support device 1 of the present embodiment supports the operation of the bus departing from the platform 6. The bus 51 schematically shows an example of a bus dispatched to the landing 6 based on a definite operation plan which is an operation plan created by the operation support device 1. It is assumed that the platform 6 is, for example, the first bus stop, and the vehicle can be dispatched to the platform 6 at any time. For example, if there is a possibility of increasing the number of flights in the revision of the advance operation plan described later, there is a spare bus waiting at a waiting place (not shown), and the vehicle dispatching device 2 uses this bus when increasing the number of flights. It is assumed that the vehicle can be dispatched to 6.

In the example shown in FIG. 3, the direction from B station to A station is the up direction, the up train 50-1 is running from B station to A station, and the down train 50. -2 is running toward A station. In the present embodiment, for example, as shown in FIG. 3, the operation support device 1 is mounted on the trains 50-1 and 50-2 before the trains 50-1 and 50-2 arrive at the A station. Information on the number of passengers of the train is received from each of the train integrated management devices 3 via the ground device 5.

For example, when the information regarding the number of passengers in the train is the information indicating the air spring pressure of the trolley, the user prediction unit 13 provides the correspondence information indicating the correspondence between the information regarding the number of passengers in the train and the number of passengers in the train. It is stored in advance for each formation information indicating the type of vehicle and the number of cars. Then, the user prediction unit 13 calculates the number of passengers corresponding to the information regarding the number of passengers of the received train by using the correspondence information. If the weights of the bodies of the trains arriving at station A are all the same and the number of vehicles constituting one train is also the same, the correspondence indicating the correspondence between the information on the number of passengers in the train and the number of passengers in the train is shown. Only one type of information may be retained. This correspondence information may be a table or the like, or may be a calculation formula.

Further, when the information regarding the number of passengers in the train is an image acquired by the in-vehicle monitoring camera, the user prediction unit 13 detects a person in the image by image processing and counts the number of detected people. Then, the user prediction unit 13 provides correspondence information indicating the correspondence between the number of people detected from the image and the number of passengers in the train for each formation information indicating the type of train vehicle and the number of trains. Preserved in advance, the user prediction unit 13 calculates the number of passengers corresponding to the information regarding the number of passengers of the received train by using the correspondence information. Similar to the above example, if the position of the in-vehicle surveillance camera on the train arriving at station A is the same regardless of the type of vehicle and the number of vehicles constituting one train is also the same, it is detected from the image. It suffices to hold one type of correspondence information indicating the correspondence between the number of people and the number of passengers on the train.

Further, when the information regarding the number of passengers of the train is the number of radio signals received within a certain period of time, the user prediction unit 13 determines the number of radio signals received within a certain period of time and the number of passengers of the train. The correspondence information indicating the correspondence is retained, and the number of passengers of the train is calculated by using the correspondence information and the information regarding the number of passengers of the train. Further, when the information regarding the number of passengers of the train is the received power of a single frequency, the user prediction unit 13 holds the correspondence information indicating the correspondence between the received power and the number of corresponding mobile terminals. The number of passengers on the train is calculated using the correspondence information and the information on the number of passengers on the train. Further, when the information regarding the number of passengers of the train is the received power for each frequency, the user prediction unit 13 holds the correspondence between the received power and the number of mobile terminals for each frequency as the first correspondence information, and the first correspondence. Estimate the number of mobile terminals for each frequency using information and information about the number of passengers on the train. Further, the user prediction unit 13 holds the second correspondence information indicating the correspondence between the number of mobile terminals and the number of passengers of the train, and uses the estimated number of mobile terminals and the second correspondence information of the train. Calculate the number of passengers.

When the number of passengers on the train is calculated, the user prediction unit 13 predicts the number of passengers on the bus departing from the platform 6 using the calculated number of passengers on the train. The user prediction unit 13 holds user ratio information indicating the ratio of the users of the bus departing from the platform 6 to the number of passengers of the train. User ratio information is generated based on actual results such as past surveys.

FIG. 4 is a diagram showing an example of user ratio information of the mobile body of the present embodiment. FIG. 4 shows an example of user ratio information when both the up and down trains stop at the A station, as shown in FIG. The user ratio information shown in FIG. 4 shows the ratio of the passengers of the up train who use the bus departing from the platform 6 among the users who use the bus from the platform 6 (described as the up train in FIG. 4). And the ratio of passengers on the down train who use the bus departing from platform 6 (described as the down train in FIG. 4). In the example shown in FIG. 4, these ratios are shown as percentages, but the ratio is not limited to this, and may be shown as a percentage when the whole is set to 1. Further, in the example shown in FIG. 4, these ratios are defined for each time zone, but a fixed ratio may be used without dividing by the time zone. Further, in the example shown in FIG. 4, the ratio for each time zone of 2 hours is shown, but the length of the time zone when the ratio is determined for each time zone is not limited to 2 hours. In addition, such user ratio information may be set for weekdays and holidays, respectively.

For example, the user prediction unit 13 determines the number of passengers of each of the trains 50-1 and 50-2 shown in FIG. 3 from each of the trains 50-1 and 50-2 as described above. Calculated based on transmitted information about the number of passengers on the train. Let the calculated number of passengers of train 50-1 and the number of passengers of train 50-2 be N ₁ and N ₂ , respectively, and the ratio of passengers on the up train (%) and the ratio of passengers on the down train (%) in the user ratio information. ) Are R ₁ and R ₂ , respectively, and the user prediction unit 13 calculates the predicted value _NE of the bus user by, for example, the following equation (1). It should be noted that other user _NOs are also determined based on the results of past surveys, for example, for each time zone.
NE = (R _1/100 ) x _{N 1} + ( _{R 2/100} ) x N ₂ + NO ... (1)

In the above example, the only trains that arrive in the time zone for which the number of passengers is predicted are trains 50-1 and trains 50-2, but when trains arrive in sequence, ascending and descending are distinguished. Instead, the bus users may be predicted using the total number of passengers of the trains scheduled to arrive for each time zone to be predicted. It is assumed that information indicating the position of the train is added to the information regarding the number of passengers of the train transmitted from the train integrated management device 3 of each train, and the user prediction unit 13 is based on the information indicating the position of the train. Predict the arrival time of the train. Then, the user prediction unit 13 uses information on the number of passengers of the train to determine the number of passengers on the train for the train whose estimated arrival time is within the time zone for which the number of users is predicted, regardless of whether the train is up or down. calculate.

For example, it is assumed that the user prediction unit 13 predicts the number of users in units of 10 minutes, and the time zone of the prediction target of the number of users is from 7:40 to 7:50. Further, it is assumed that the number of trains expected to arrive between 7:40 and 7:50 is 3 for up trains and 2 for down trains. In this case, the user prediction unit 13 uses the total number of passengers on the three up trains and the total number of passengers on the two down trains as N ₁ and N ₂ , respectively, in the above equation. The predicted value of the number of users can be calculated by (1). The time unit for making a prediction is not limited to 10 minutes, and may be appropriately set according to the number of trains, the average number of bus users, and the like.

Further, since train passengers get on and off at each station, in the example shown in FIG. 3, the user of the bus departing from the platform 6 in front of the station of A station is 1 in the up direction of A station if it is an up train. It is easily affected by the number of passengers on the train between the previous station, B station and A station. On the other hand, there are cases where it is desirable to make an early prediction, or the distance between stations is short. In such cases, for example, stations C and B, which are the stations immediately before the up direction of station B, are used. You can also consider the number of passengers on the train that runs between. As shown in FIG. 3, the section # 1 is between A station and B station, and the section # 2 is between B station and C station. Further, the section # 3 is defined between the station A and the next station in the upward direction (not shown). For example, for each of the sections # 1 to # 3, the correlation between the number of passengers of the train located in the section and the number of bus users departing from the platform 6 is obtained in advance. Then, based on the correlation, a coefficient for multiplying the number of passengers of the train traveling in the section when calculating the predicted value _NE of the bus user is determined for each section. This coefficient corresponds to the above ratio, and may be expressed as a percentage in the same manner as the above ratio.

FIG. 5 is a diagram showing an example of coefficient information showing the coefficients of each section of the present embodiment. For example, the user prediction unit 13 holds the coefficient information illustrated in FIG. 5, and selects the coefficient according to the section where each train is located in the prediction of the number of bus users. In the example shown in FIG. 5, the coefficient is also determined for each time zone, but the same coefficient may be used regardless of the time zone. When predicting the number of bus users, the user prediction unit 13 considers sections # 1 and # 2 for up trains and does not consider the number of passengers for down trains traveling in sections # 1 and # 2. Similarly, when predicting the number of bus users, the user prediction unit 13 considers section # 3 for down trains and does not consider the number of passengers for up trains traveling in section # 3. For example, in addition to the train 50-1 shown in FIG. 3, it is assumed that an ascending train (not shown in section # 2) is running. In this case, the user prediction unit 13 determines the number of passengers of the train 50-1 and the number of passengers of the train 50-1 when the estimated arrival time of the up train (not shown) traveling in the section # 2 to the station A is within the time zone to be predicted. The total number of passengers of the train traveling in section # 2 is calculated, the calculated number of passengers is multiplied by the corresponding coefficient among the coefficients illustrated in FIG. 5, and the number of passengers after multiplying by the coefficient is added. Calculate the value. If there are a plurality of down trains traveling in section # 3, the coefficients corresponding to these down trains are multiplied, and the total value is calculated by adding the number of passengers after multiplying the coefficients. Then, the user prediction unit 13 sets the predicted value _NE of the number of bus users by adding the total values of the up train and the down train. Further, in FIG. 3, an example of using information on the number of passengers of the train 50-1 which is an up train from B station to A station and the train 50-2 which is a down train heading to A station has been described, but the number of passengers has been described. The information about the information is the information of the time after the information that was the basis of the preparation of the advance operation plan, and the information of the bus is to the extent that the operation of the bus based on the modified operation plan can be carried out. Information in advance of driving.

In the above example, the up and down trains are considered, but if the bus stop 6 is in front of the station where the trains of multiple lines arrive, the number of passengers of each train is similarly calculated for each line. It may be calculated and the total number of passengers scheduled to arrive can be calculated for each time zone to be predicted. When calculating the sum, when considering trains other than those located between the nearest station, weighting addition using a coefficient may be performed as illustrated in FIG. If there are multiple bus routes departing from the bus stop 6, the user ratio in FIG. 4 and the coefficient in FIG. 5 are determined for each bus route, so that the bus arrives at each time zone to be predicted. The number of passengers on each bus route can be estimated from the planned number of passengers.

In the example shown in FIG. 5, two sections of sections # 1 and # 2 are taken into consideration in the up direction, and one section of section # 3 is taken into consideration in the down direction, but the number of sections to be considered is not limited to this example. .. Further, the above-mentioned method for predicting the number of bus users is an example, and the method for predicting the number of bus users using the calculation result of the number of passengers of a train is not limited to the above-mentioned example.

Returning to the description of FIG. After step S3, the operation plan creation unit 14 creates an operation plan using the predicted number of users and the advance operation plan (step S4).

Here, an example of a method of creating an operation plan using the predicted number of users and the advance operation plan will be described. As described above, the pre-operation plan includes the number of users in each time zone assumed in the preparation of the pre-operation plan as a pre-scenario. The operation plan creation unit 14 compares the advance scenario with the prediction result by the user prediction unit 13, and if the prediction result is larger than the advance scenario, the number of flights is increased from the advance operation plan or the number of vehicles to be operated is increased. Make changes to vehicles with a large number of vehicles. In addition, the operation route may be changed. Specific examples of changing the operation route include passing through a bus stop, changing the operation route in advance, and selecting a shortcut. At this time, in the prediction of the number of users, the number of bus users is predicted based on the number of passengers of the train arriving in the time zone to be predicted. On the other hand, it takes a certain amount of time to move to the bus stop 6 after getting off the train, so when reflecting it in the operation plan, consider the time from getting off the train to moving to the bus stop 6. do. For example, assuming that the time from getting off the train to moving to the bus stop 6 is about 5 minutes, the predicted value of the number of bus users based on the passengers of the train arriving from 7:40 to 7:50 is It will be reflected in the operation plan after 7:55.

FIG. 6 is a diagram showing an example of a preliminary operation plan and a fixed operation plan according to the present embodiment. The left side of FIG. 6 shows the preliminary operation plan, and the right side of FIG. 6 shows the fixed operation plan. For example, if the prediction result of the number of bus users is larger than the number of users from 7:50 to 8:00 in the preliminary scenario by the prediction targeting 7:50 to 8:00, it is shown in the upper figure on the right side. As you can see, the number of buses departing at 8:00 may be increased to two, and as shown in the figure on the right side, the operation interval from 8:00 to 8:30 may be shorter than the pre-operation plan. You may increase the number of flights. Alternatively, as described above, the vehicle of the bus departing at 8:00 may be changed to a vehicle having a large capacity.

Further, the operation plan creation unit 14 compares the advance scenario with the prediction result by the user prediction unit 13, and if the prediction result is less than the advance scenario, similarly, the number of flights is reduced from the advance operation plan or the number of flights is reduced. The vehicle to be operated may be changed to a vehicle with a smaller capacity. However, in an environment where the influence of users on trains other than passengers is increased by reducing the number of flights, it is not necessary to reduce the number of flights. Whether or not to increase or decrease the number of flights depends on how the number of users assumed as a preliminary scenario in the preliminary operation plan is set. For example, as a preliminary scenario, the number of users may be smaller than the average number of users, and the operation planning unit 14 may increase the number of flights or change the vehicle so as not to reduce the number of flights, or the average number of users. Assuming that the number of users is larger than the average number of users, the operation plan creation unit 14 may reduce the number of flights or change the vehicle so as not to increase the number of flights. Further, as a preliminary scenario, the average number of users may be assumed, and the operation planning unit 14 may increase or decrease the number of flights or change the vehicle. The method of creating an operation plan in the operation plan creation unit 14 may be any method as long as it is a method of creating an operation plan that reflects the prediction result of the number of users and modifies the advance operation plan, and is not limited to the above-mentioned example.

As described above, the created operation plan is transmitted to the vehicle dispatching device 2 by the operation plan transmission unit 15 as a definite operation plan. The information regarding the number of passengers of the train transmitted from the train in the present embodiment is an example of the flow information indicating the flow of people in the first time zone in the train which is a place related to the bus stop. In the present embodiment, as described above, a pre-operation plan, which is a bus operation plan created by using the information acquired in the second time zone before the first time zone, and the user prediction unit. A bus operation plan is created using the prediction result of 13. As a result, the vehicle dispatching device 2 allocates vehicles according to the number of users closer to the actual number, reflecting the information in the first time zone, which is the time after the information in the second time zone assumed in the advance driving plan. It can be performed. In the method of delaying the departure time of the bus by reflecting the delay time of the train based on the arrival time of the train, if the number of passengers in the train is larger than usual, the user cannot get on the bus and the convenience of the user is impaired. However, in the present embodiment, the number of users is predicted according to the number of passengers on the train, and the operation plan is created using the prediction result of the number of bus users, so that the convenience of the users is improved. Can be done.

Here, the hardware configuration of the operation support device 1 will be described. In the operation support device 1 of the present embodiment, the computer system functions as the operation support device 1 by executing the operation support program, which is a program in which the processing in the operation support device 1 is described, on the computer system. FIG. 7 is a diagram showing a configuration example of a computer system that realizes the operation support device 1 of the present embodiment. As shown in FIG. 7, this computer system includes a control unit 101, an input unit 102, a storage unit 103, a display unit 104, a communication unit 105, and an output unit 106, which are connected via a system bus 107. There is.

In FIG. 7, the control unit 101 is, for example, a processor such as a CPU (Central Processing Unit), and executes an operation support program in which processing in the operation support device 1 of the present embodiment is described. The input unit 102 is composed of, for example, a keyboard, a mouse, or the like, and is used by a user of a computer system to input various information. The storage unit 103 includes various memories such as RAM (Random Access Memory) and ROM (Read Only Memory) and a storage device such as a hard disk, and is a necessary program obtained in the process of a program to be executed by the control unit 101. Memorize data, etc. The storage unit 103 is also used as a temporary storage area for the program. The display unit 104 is composed of a display, an LCD (liquid crystal display panel), and the like, and displays various screens to a user of a computer system. The communication unit 105 is a receiver and a transmitter that performs communication processing. The output unit 106 is a speaker, a printer, or the like. Note that FIG. 7 is an example, and the configuration of the computer system is not limited to the example of FIG.

Here, an operation example of the computer system until the operation support program of the present embodiment becomes executable will be described. The computer system having the above-described configuration stores, for example, an operation support program from a CD-ROM or DVD-ROM set in a CD (Compact Disc) -ROM drive or DVD (Digital Versatile Disc) -ROM drive (not shown). It is installed in part 103. Then, when the operation support program is executed, the operation support program read from the storage unit 103 is stored in the storage unit 103. In this state, the control unit 101 executes the process as the operation support device 1 of the present embodiment according to the program stored in the storage unit 103.

In the above description, a program describing the processing in the operation support device 1 is provided using a CD-ROM or a DVD-ROM as a recording medium, but the present invention is not limited to this, and the configuration of the computer system and the provided program are provided. Depending on the capacity and the like, for example, a program provided by a transmission medium such as the Internet via the communication unit 105 may be used.

The user prediction unit 13 and the operation plan creation unit 14 shown in FIG. 1 are realized by executing the operation support program stored in the storage unit 103 shown in FIG. 7 by the control unit 101 shown in FIG. 7. To. Further, when the control unit 101 executes the operation support program, the storage unit 103 is also used. The human flow information receiving unit 11, the pre-operation plan receiving unit 12, and the operating plan transmitting unit 15 shown in FIG. 1 are realized by the communication unit 105 shown in FIG. 7. The operation support device 1 may be realized by a plurality of computer systems. For example, the operation support device 1 may be realized by a cloud computer system.

For example, in the operation support program of the present embodiment, the number of users of the mobile body is used in the operation support device 1 by using the human flow information indicating the flow of people in the first time zone of the place related to the deployment place where the mobile body is deployed. The step of predicting, the preliminary operation plan which is the operation plan of the moving body created by using the information acquired in the second time zone before the first time zone, and the prediction result of the number of users. To execute the step of creating an operation plan of a moving object using it.

The vehicle dispatching device 2 is also realized by a computer system in the same manner as the operation support device 1. The pre-operation plan creation unit 21 shown in FIG. 1 is realized by executing the operation support program stored in the storage unit 103 shown in FIG. 7 by the control unit 101 shown in FIG. 7. Further, when the control unit 101 executes the operation support program, the storage unit 103 is also used. The pre-operation plan transmission unit 22 and the operation plan reception unit 23 shown in FIG. 1 are realized by the communication unit 105 shown in FIG. 7. The vehicle dispatching device 2 may be realized by a plurality of computer systems. For example, the vehicle dispatching device 2 may be realized by a cloud computer system.

Further, the vehicle dispatching device 2 may have the function of the operation support device 1. When the vehicle dispatching device 2 has the function of the operation support device 1, the pre-driving plan transmitting unit 22, the pre-driving plan receiving unit 12, the driving plan transmitting unit 15, and the driving plan receiving unit 23 shown in FIG. 1 are unnecessary. The pre-operation plan created by the pre-operation plan creation unit 21 is input to the operation plan creation unit 14. Further, the fixed operation plan created by the operation plan creation unit 14 is input to the functional unit that executes the process of allocating a vehicle (not shown) in the vehicle allocation device 2.

As described above, in the present embodiment, the operation support device 1 has a time after the information on which the bus pre-operation plan and the pre-operation plan, which are examples of the pre-operation plan of the moving body, are created. The number of bus users is predicted using the information about train passengers, which is the information in the above, and the bus operation plan is created by modifying the advance operation plan using the prediction result. Therefore, the number of users can be estimated accurately, and the vehicle can be dispatched according to the predicted value close to the actual user. In addition, since the operation plan is created by predicting the number of passengers according to the number of passengers on the train and using the prediction result of the number of bus passengers, the delay time of the train is reflected based on the arrival time of the train. Compared with the method of delaying the departure time of the bus, the convenience of the user can be improved.

<Modification 1>
In the above example, the number of bus users is predicted using the information on the number of passengers of the train received from the train as the flow information, but in the case of a station where a train that can be reserved or a train that requires a reservation stops. May use the train reservation information as the passenger flow information to obtain the number of people scheduled to get off at the station. For example, the person flow information receiving unit 11 of the operation support device 1 receives reservation information indicating the train reservation contents from the management system that manages the train reservation, and the user prediction unit 13 uses the received reservation information. Estimate the number of people getting off at the station from the train during the predicted time zone. The reservation information may be collected based on the operation for reservation of a mobile terminal including a smartphone. It should be noted that this reservation information is acquired at a date and time close to the actual train operation, such as the day or the day before, and the data is used. The number of bus users and the ratio to the number of people scheduled to get off are predetermined in the same manner as the above-mentioned correspondence between the number of train passengers and the number of bus users. The user prediction unit 13 predicts the number of bus users by using this ratio and the number of people getting off the train at the station during the time zone of the prediction target obtained by using the reservation information. The user prediction unit 13 may predict the number of bus users by using a combination of train reservation information and information on the number of passengers on the train. For example, if both the train # 1 that requires reservation and the train # 2 that cannot be reserved are scheduled to arrive at the station in the time zone to be predicted, the user prediction unit 13 uses the reservation information for train # 1. Find the number of people getting off at the station, multiply by the coefficient corresponding to the found number, and for train # 2, find the number of passengers on the train using the information on the number of passengers on the train, and respond to the found number of passengers. Multiply the coefficients to be. Then, the user prediction unit 13 sets the sum of these two values as the predicted value of the number of bus users.

<Modification 2>
Further, the number of bus users may be predicted in the same manner by using the information indicating the number of station users. The information indicating the number of users of the station is, for example, the number of people who have passed through the ticket gate, the image of the surveillance camera on the platform of the station, and the like. The information indicating the number of users of the station may also be information about the station corresponding to the platform 6 or information other than the station. For example, it may include information on a plurality of stations such as information on station A, information on station B, and information on station C illustrated in FIG. In this case, as in the coefficient information illustrated in FIG. 5, the coefficient is determined based on the correlation between the number of bus users and the number of users at the station for each time zone and station, and the user prediction unit. 13 can estimate the number of bus users using this coefficient. FIG. 8 is a diagram showing an example of coefficient information showing a coefficient for each station according to the present embodiment. The user prediction unit 13 calculates the number of bus users by using the coefficient information shown in FIG. 8 and using the corresponding coefficient for each station. Further, for example, if the number of bus users is predicted using the information of station C, it is possible to detect the number of users faster than the case of predicting the number of bus users using the information of station A. As described above, there is a difference in the time until the number of users of the station affects the number of bus users depending on the station. Therefore, the user prediction unit 13 may determine which station information to use according to the time difference between the time point at which the prediction is made and the time zone to be predicted.

Embodiment 2.
FIG. 9 is a diagram showing a configuration example of the operation management system according to the second embodiment. The operation management system of the present embodiment includes an operation support device 1a that supports the operation of a bus, which is an example of a mobile body, and a vehicle dispatch device 2 that manages the dispatch of a bus. Components having the same functions as those of the first embodiment are designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted. Hereinafter, the differences from the first embodiment will be mainly described.

In this embodiment, an example in which the operation support device 1a supports the operation of a bus departing from an airport will be described. That is, the deployment location of the moving body of the present embodiment is an airport. The vehicle dispatching device 2 has the same configuration and operation as those in the first embodiment, although the platform where the bus to be dispatched departs is changed from the station front to the airport. However, as the information to be considered when creating the advance operation plan, past actual values suitable for buses departing from the airport are used. The specific method for creating the pre-operation plan of the present embodiment may be different from that of the first embodiment. Similar to the first embodiment, the vehicle dispatching device 2 transmits the number of users assumed in the pre-driving plan by including it in the pre-driving plan as a pre-scenario. In the preliminary scenario, it is assumed that the latest information on the number of passengers for each aircraft is not taken into consideration, and the average number of passengers for aircraft in the past is assumed.

The operation support device 1a of the present embodiment receives information on the number of passengers of the aircraft, which is information on the flow of the aircraft, which is a place related to the airport, from the air control system 7, and obtains information on the number of passengers on the aircraft. Based on this, the number of bus users is predicted, and the bus operation plan is created by modifying the advance operation plan using the prediction results. As in the first embodiment, the bus is an example of a moving body, and the moving body is not limited to the bus. Further, the bus operation plan is an example of the pre-operation plan of the moving body as in the first embodiment.

The air traffic control system 7 includes a passenger information storage unit 71 and an aircraft information transmission unit 72. The passenger information storage unit 71 stores information regarding the number of passengers in the aircraft. Information about the number of passengers on an aircraft is, for example, the number of passengers. The aircraft information transmission unit 72 transmits information regarding the number of passengers of the aircraft stored in the passenger information storage unit 71 to the operation support device 1a. The air traffic control system 7 transmits information on the number of passengers on the aircraft in flight or just before the flight. Here, an example in which the operation support device 1a receives information on the number of aircraft passengers from the air traffic control system 7 will be described, but the operation support device 1a receives information on the number of aircraft passengers from the airline system. You may.

The operation support device 1a of the present embodiment is the same as the operation support device 1 of the first embodiment except that the user prediction unit 13a and the operation plan creation unit 14a are provided instead of the user prediction unit 13 and the operation plan creation unit 14. The same is true. Although the device of the information transmission source is different, the human flow information receiving unit 11 outputs the information received from the air traffic control system 7 to the user prediction unit 13a as in the first embodiment. The user prediction unit 13a predicts the number of bus users using information on the number of passengers on the aircraft.

FIG. 10 is a flowchart showing an example of the operation support processing procedure in the operation support device 1a of the present embodiment. Step S1 is the same as that of the first embodiment. The person flow information receiving unit 11 receives information regarding the number of passengers of the aircraft from the air traffic control system 7 (step S11). The person flow information receiving unit 11 outputs information regarding the number of passengers of the aircraft to the user prediction unit 13a.

Next, the user prediction unit 13a predicts the number of bus users using information on the number of passengers on the aircraft (step S12). Specifically, the user prediction unit 13a obtains the number of passengers of the aircraft arriving at the airport in the time zone to be predicted by using the information regarding the number of passengers of the aircraft. The method for calculating the number of passengers on an aircraft is the same as in the first embodiment, in which information on the number of passengers on the aircraft and correspondence information indicating the correspondence between the number of passengers on the aircraft arriving at the airport are retained and this correspondence information is used. However, if the information on the number of passengers is a passenger list, etc., the number of passengers is basically the same as the passenger list, so the number of passengers included in the passenger list etc. is used as it is as the number of passengers on the aircraft. You may. The user prediction unit 13a predicts the number of bus users using the calculated number of passengers on the aircraft. As for the method of predicting the number of bus users, as in the first embodiment, the ratio of the number of bus users to the number of passengers of the aircraft is obtained from the past results, and this ratio is used to determine the number of bus users. Calculate an estimate. When a plurality of aircraft are scheduled to arrive in the time zone to be predicted, the total number of bus users corresponding to each aircraft is calculated as in the first embodiment, and the predicted value of the number of bus users is obtained. And. Step S4 after step S12 is the same as that of the first embodiment, and the operation plan creating unit 14a creates an operation plan as in the first embodiment.

The operation support device 1a of the present embodiment is realized by a computer system as in the first embodiment. The operation support device 1a of the present embodiment may be realized by a plurality of computer systems like the operation support device 1 of the first embodiment. For example, it may be realized by a cloud system. Further, the vehicle dispatching device 2 may have the function of the operation support device 1a.

The information regarding the number of passengers of the aircraft of the present embodiment is also an example of the information of the time after the information on which the pre-operation plan of the bus was created. Similar to the first embodiment, the operation support device 1a of the present embodiment is after the information on which the bus pre-operation plan and the pre-operation plan, which are examples of the pre-operation plan of the moving body, are created. The number of bus users is predicted using the information on the number of passengers of the aircraft, which is the time information, and the bus operation plan is created by modifying the advance operation plan using the prediction result. Therefore, the number of users can be estimated accurately, and the vehicle can be dispatched according to the predicted value close to the actual user.

Embodiment 3.
FIG. 11 is a diagram showing a configuration example of the operation management system according to the third embodiment. The operation management system of the present embodiment includes an operation support device 1b that supports the operation of a bus, which is an example of a mobile body, and a vehicle dispatch device 2 that manages the dispatch of a bus. Components having the same functions as those of the second embodiment are designated by the same reference numerals as those of the second embodiment, and duplicate description will be omitted. Hereinafter, the differences from the second embodiment will be mainly described.

In the present embodiment, as in the second embodiment, an example of supporting the operation of the bus departing from the airport will be described. The vehicle dispatching device 2 of the present embodiment is the same as the vehicle dispatching device 2 of the second embodiment. The air traffic control system 7 is the same as the air traffic control system 7 of the second embodiment except that the parking information storage unit 73 is provided instead of the passenger information storage unit 71. The parking information storage unit 73 stores information regarding the parking of the aircraft. The aircraft information transmission unit 72 transmits the information regarding the parking of the aircraft stored in the aircraft parking information storage unit 73 as the aircraft information to the operation support device 1b. The information regarding the parking of the aircraft is information indicating the parking place used when the aircraft arrives at the airport, for example, information indicating an apron (spot). Information about aircraft parking includes estimated time of arrival at the airport for each aircraft and information indicating the parking location, that is, the apron used by the aircraft. As in the first embodiment, the bus is an example of a moving body, and the moving body is not limited to the bus. Further, the bus operation plan is an example of the pre-operation plan of the moving body as in the first embodiment.

FIG. 12 is a schematic diagram showing an example of a bus platform to be supported by the operation support device 1b of the present embodiment. In the example shown in FIG. 12, the airport has two terminals, Terminal 1 and Terminal 2, and is provided with five aprons, aprons 61-1 to 61-5. In addition, there are three bus stops, 62-1 to 62-3. For example, if there is an aircraft scheduled to be parked at Apron 61-5, a bus will be dispatched to Platform 62-3, which is the closest to Apron 61-5 among Platforms 62-1 to 62-3, after the arrival of this aircraft. It is desirable to be done. In the present embodiment, the operation support device 1b uses the information regarding the parking of the aircraft to determine the time of bus dispatch and the platforms 62-1 to 62-3, that is, the location of the bus dispatch. Further, in the example shown in FIG. 12, although a plurality of bus stops are provided, there may be one bus stop depending on the airport. Therefore, the operation support device 1b may determine the bus allocation time by using the information on the parking of the aircraft and considering the travel time of the passengers according to the distance between the parking place and the bus stop. Determining where to dispatch the bus is not mandatory. Note that FIG. 12 is an example, and the number of terminals and the number of bus stops are not limited to the example shown in FIG. For example, one bus stop may be provided at each terminal.

The operation support device 1b of the present embodiment includes a user prediction unit 13b and an operation plan creation unit 14b instead of the user prediction unit 13 and the operation plan creation unit 14, and receives information received by the human flow information reception unit 11. It differs from the operation support device 1a of the second embodiment in that it outputs to the operation plan creation unit 14b in addition to the user prediction unit 13b, but is the same as the operation support device 1a except for these.

The operation support device 1b of the present embodiment uses the information on the parking of the aircraft without using the advance operation plan created by the vehicle dispatching device 2, and the bus dispatching time or the bus dispatching time and You may decide the location of the vehicle dispatch.

FIG. 13 is a flowchart showing an example of the operation support processing procedure of the operation support device 1b of the present embodiment when the advance operation plan is not used. As shown in FIG. 13, the human flow information receiving unit 11 receives information regarding the parking of the aircraft from the air traffic control system 7 (step S21). The human flow information receiving unit 11 outputs the received information regarding the parking of the aircraft to the operation plan creating unit 14b.

The operation plan creation unit 14b creates an operation plan including the departure time and the dispatch location of the bus using the information regarding the parking of the aircraft (step S22). The operation plan creation unit 14b outputs the created operation plan as a final operation plan to the operation plan transmission unit 15. The operation of the operation plan transmission unit 15 is the same as that of the first embodiment.

The operation planning unit 14b uses, for example, the estimated arrival time, which is the estimated landing time included in the information regarding the parking of the aircraft, and considers the time for the passengers disembarking from the aircraft to move to the bus stop. Determine the time. That is, the operation plan creation unit 14b creates an operation plan including the departure time of the bus to be dispatched to the bus stop of the airport. The place where the bus is dispatched is an example of the place where the moving body is deployed, and the departure time of the bus is an example of the time when the moving body is deployed. Further, when there are a plurality of bus stops, the bus stop is determined by using the information indicating the parking location included in the information regarding the parking of the aircraft. For example, in the example shown in FIG. 12, if at least one of the apron 61-1 and the apron 61-2 has an aircraft parked in the predicted time zone, the landing 62 is in the predicted time zone. Dispatch the bus to -1. At this time, the departure time of the bus is determined in consideration of the travel time from the apron where the aircraft arrives to the platform 62-1. In addition, if there is an aircraft parked in at least one of the apron 61-3 and the apron 61-4, the movement to the landing 62-2 at the landing 62-2 during the time period to be predicted is also considered. And dispatch the bus.

As described above, the operation support device 1b of the present embodiment can create an operation plan without using the advance operation plan. Further, the operation support device 1b may create an operation plan by modifying the advance operation plan using the information regarding the parking of the aircraft, as described below.

FIG. 14 is a flowchart showing an example of the operation support processing procedure of the operation support device 1b of the present embodiment when the advance operation plan is used. Step S1 is the same as that of the first embodiment and the second embodiment. Step S21 is the same as step S21 shown in FIG. However, the human flow information receiving unit 11 outputs the received information regarding the parking of the aircraft to the user prediction unit 13b and the operation plan creating unit 14b.

The user prediction unit 13b estimates the number of bus users from the information regarding the parking of the aircraft, which is an example of the traffic information (step S23). For example, the number of bus users per aircraft can be determined in advance based on past results, and the number of aircraft arriving at the airport during the predicted time zone can be multiplied by the number of bus users per aircraft described above. Predict the number of users with. Further, as shown in FIG. 12, when a plurality of bus stops are provided at the airport, the user prediction unit 13b determines the number of bus users for each bus stop based on the information regarding the parking of the aircraft. Predict.

For example, in the example shown in FIG. 12, if there is an aircraft parked in at least one of the apron 61-1 and the apron 61-2 in the time zone to be predicted, the user prediction unit 13b will use the aircraft. Passengers predict the number of passengers at platform 62-1 on the premise that they will use platform 62-1. Similarly, if there is an aircraft parked in at least one of the apron 61-3 and the apron 61-4, the user prediction unit 13b will use the landing 62-2 on the assumption that the passengers of the aircraft will use the landing 62-2. Predict the number of users of 62-2, and if there is an aircraft parked on the apron 61-5, predict the number of users of platform 62-3 on the assumption that the passengers of the aircraft will use platform 62-3. do. The user prediction unit 13b outputs the predicted value of the number of users to the operation plan creation unit 14b. When there are a plurality of landings, the user prediction unit 13b outputs the predicted value of the number of users for each landing to the operation plan creation unit 14b.

Step S4 after step S23 is the same as that of the first embodiment, and the operation plan creating unit 14b creates an operation plan as in the first embodiment. At this time, if there are a plurality of landings, an operation plan for each landing is created based on the predicted value of the user for each landing.

Note that FIG. 11 shows a configuration in which both the processing shown in FIG. 13 and the processing shown in FIG. 14 can be performed. The operation support device 1b can use the process shown in FIG. 13 and the process shown in FIG. 14 properly according to the situation. Alternatively, the operation support device 1b may perform only one of the process shown in FIG. 13 and the process shown in FIG. The operation support device 1b includes a pre-operation plan receiving unit 12 and a user prediction unit 13b when only the processing shown in FIG. 13 is performed among the processing shown in FIG. 13 and the processing shown in FIG. It doesn't have to be. Further, in this case, the vehicle dispatching device 2 does not have to include the pre-driving plan creating unit 21 and the pre-driving plan transmitting unit 22.

The operation support device 1b of the present embodiment is realized by a computer system as in the first embodiment. The operation support device 1b of the present embodiment may be realized by a plurality of computer systems like the operation support device 1 of the first embodiment. For example, it may be realized by a cloud system. Further, the vehicle dispatching device 2 may have the function of the operation support device 1b.

The information regarding the parking of the aircraft in the present embodiment is also an example of the information at the time after the information on which the bus advance operation plan was created. Similar to the first embodiment, the operation support device 1b of the present embodiment is after the information on which the bus pre-operation plan and the pre-operation plan, which are examples of the pre-operation plan of the moving body, are created. The number of bus users is predicted using the information on the parking of the aircraft, which is the time information, and the bus operation plan is created by modifying the advance operation plan using the prediction result. Therefore, the number of users can be estimated accurately, and the vehicle can be dispatched according to the predicted value close to the actual user.

In addition, even if the advance operation plan is not used, the bus can be efficiently dispatched according to the arrival time of the aircraft by allocating the bus using the information regarding the parking of the aircraft. In addition, by determining the platform for allocating a bus using information on parking of an aircraft, it is possible to efficiently allocate a bus at an airport where a plurality of platforms are provided.

Embodiment 4.
FIG. 15 is a diagram showing a configuration example of the operation management system according to the fourth embodiment. The operation management system of the present embodiment includes an operation support device 1c that supports the operation of a bus, which is an example of a mobile body, and a vehicle dispatch device 2 that manages the dispatch of a bus. Components having the same functions as those of the first embodiment are designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted. Hereinafter, the differences from the first embodiment will be mainly described.

In this embodiment, an example in which the operation support device 1c supports the operation of a bus departing from the periphery of the building, such as in front of the building, will be described. That is, in the present embodiment, the deployment location of the moving body is in front of the building. Here, the front of the building may be within the range used by the user of the building, and may be not limited to the front direction of the building but may be the side or the back of the building, or may be away from the building to some extent. In the following, a building will be described as an example of a facility, but it may be other than a building as long as it is a building such as a factory or an office or a facility that manages the number of people in the site. The vehicle dispatching device 2 has the same configuration and operation as those in the first embodiment, although the platform from which the bus to be dispatched departs is changed from the front of the station to the periphery of the building. However, as the information to be considered when creating the advance operation plan, past actual values suitable for buses departing from the vicinity of the building are used. The specific method for creating the pre-operation plan of the present embodiment may be different from that of the first embodiment. Similar to the first embodiment, the vehicle dispatching device 2 transmits the number of users assumed in the pre-driving plan by including it in the pre-driving plan as a pre-scenario.

The operation support device 1c of the present embodiment receives information on the number of people in the building, which is an example of the flow information, from the facility management system 8, predicts the number of bus users based on the information on the number of people in the building, and predicts the number of bus users. Create a bus operation plan by modifying the advance operation plan using the prediction results. As in the first embodiment, the bus is an example of a moving body, and the moving body is not limited to the bus. Further, the bus operation plan is an example of the pre-operation plan of the moving body as in the first embodiment.

The facility management system 8 includes an attended person information storage unit 81 and a person flow information transmission unit 82. The number of people present information storage unit 81 stores information on the number of people present in the building. The person flow information transmission unit 82 transmits information regarding the number of people present in the building to the operation support device 1c. The facility management system 8 is, for example, a building management system that manages the security management of a building or the attendance and departure of tenants who move into a building, and manages information on the number of people present in the building for security management or management of attendance and departure. When the facility management system 8 is a system that performs security management, the information regarding the number of people in the building is the information acquired by the system that manages entry into the building, such as gates or doors, that is, the number of people entering and exiting the building. It may be a detection result or an image of a surveillance camera. When the facility management system 8 is a device that manages attendance and departure, the facility management system 8 calculates information on the number of people present in the building using information on attendance and attendance such as an electronic time card.

Further, the facility management system 8 may be an elevator management device that manages elevators in the building. When the facility management system 8 is an elevator management system, the facility management system 8 estimates the number of people in the building using information indicating the number of elevator users. The ratio between the number of elevator users and the number of people in the building is determined in advance based on, for example, past performance, and the facility management system 8 uses this ratio and the number of elevator users to determine the number of people in the building. The estimated number of people in the building is stored in the number of people information storage unit 81. The information indicating the number of elevator users may be an image acquired by a surveillance camera in the elevator, or may be the weight of the elevator.

The operation support device 1c of the present embodiment is the operation support device of the first embodiment except that the user prediction unit 13c and the operation plan creation unit 14c are provided instead of the user prediction unit 13 and the operation plan creation unit 14. It is the same as 1. Although the device of the information transmission source is different, the person flow information receiving unit 11 outputs the information received from the facility management system 8 to the user prediction unit 13c as in the first embodiment. The user prediction unit 13c predicts the number of bus users using information on the number of people in the building.

FIG. 16 is a flowchart showing an example of the operation support processing procedure in the operation support device 1c of the present embodiment. Step S1 is the same as that of the first embodiment. The person flow information receiving unit 11 receives information regarding the number of people present in the building from the facility management system 8 (step S31). The person flow information receiving unit 11 outputs information regarding the number of people present in the building to the user prediction unit 13c.

Next, the user prediction unit 13c predicts the number of bus users using information on the number of people present in the building (step S32). Specifically, the user prediction unit 13c calculates the number of people in the building using information on the number of people in the building. When the information on the number of people in the building indicates the number of people in the building itself, the user prediction unit 13c obtains the number of people in the building as it is by using the information on the number of people in the building. Then, for example, the ratio between the number of people in the building and the number of bus users is determined based on, for example, past results, and the user prediction unit 13c uses this ratio and information on the number of people in the building to use. Predict the number of bus users. Further, when the information regarding the number of people present in the building is an image of a surveillance camera or the like, the user prediction unit 13c detects a person from the image of the surveillance camera and counts the number of the detected people. Then, the ratio between the number of people imaged by the surveillance camera and the number of bus users is determined from past actual values and the like, and the user prediction unit 13c counts the ratio and the people detected from the image. Predict the number of bus users using the results. Step S4 after step S32 is the same as that of the first embodiment, and the operation plan creating unit 14c creates an operation plan as in the first embodiment.

The operation support device 1c of the present embodiment is realized by a computer system as in the first embodiment. The operation support device 1c of the present embodiment may be realized by a plurality of computer systems as in the operation support device 1 of the first embodiment. For example, it may be realized by a cloud system. Further, the vehicle dispatching device 2 may have the function of the operation support device 1c.

Further, in the above example, when the facility management system 8 is an elevator management system, the facility management system 8 estimates the number of people present in the building using information indicating the number of elevator users and transmits the information to the operation support device 1c. However, the elevator management system may transmit information indicating the number of elevator users to the operation support device 1c as information regarding the number of people present in the building. In this case, the user prediction unit 13c of the operation support device 1c calculates the number of people in the building using the information representing the number of elevator users. When the information representing the number of users of the elevator is an image, the user prediction unit 13c of the operation support device 1c detects and detects a person from the image as in the case of using the image of the surveillance camera described above. The number of people is counted, and the number of bus users is calculated using the counting result and a predetermined ratio.

The information indicating the number of people in the building and the number of elevator users in the present embodiment is also an example of the information at the time after the information on which the bus advance operation plan was created. Similar to the first embodiment, the operation support device 1c of the present embodiment is after the information on which the bus pre-operation plan and the pre-operation plan, which are examples of the pre-operation plan of the moving body, are created. Create a bus operation plan by predicting the number of bus users using time information indicating the number of people in the building or the number of elevator users, and modifying the advance operation plan using the prediction results. I did it. Therefore, the number of users can be estimated accurately, and the vehicle can be dispatched according to the predicted value close to the actual user.

Embodiment 5.
FIG. 17 is a diagram showing a configuration example of the operation management system according to the fifth embodiment. The operation management system of the present embodiment includes an operation support device 1d that supports the operation of a bus, which is an example of a moving body, and a vehicle dispatch device 2 that manages the dispatch of a bus. Components having the same functions as those of the fourth embodiment are designated by the same reference numerals as those of the fourth embodiment, and duplicate description will be omitted. Hereinafter, the differences from the fourth embodiment will be mainly described.

In this embodiment, an example in which the operation support device 1d supports the operation of a bus departing from the vicinity of the parking lot will be described. A parking lot is, for example, a parking lot attached to or around a facility such as a station, a public facility, an airport, a business establishment, or a commercial facility. Specifically, for example, a bus operates between one or more parking lots and facilities provided around facilities such as large-scale shopping malls and facilities such as MICE (Meeting, Incentive, Conference, Event) and IR (Integrated Resort). There may be cases like this. In the present embodiment, the place where the moving body is deployed is in front of the parking lot, and the front of the parking lot includes the front of the facility corresponding to the parking lot. In addition, the front of the parking lot may be within the range used by the parking lot user, and may be not limited to the front direction of the facility or the parking lot but may be the side or the back of the facility or the parking lot to some extent. You may be away from. Further, the place where the moving body is deployed may be in the parking lot. The vehicle dispatching device 2 has the same configuration and operation as those in the first embodiment, although the platform where the bus to be dispatched departs is changed from the station front to the vicinity of the parking lot. However, as the information to be considered when creating the advance operation plan, past actual values suitable for buses departing from the vicinity of the parking lot are used. The specific method for creating the pre-operation plan of the present embodiment may be different from that of the first embodiment. Similar to the first embodiment, the vehicle dispatching device 2 transmits the number of users assumed in the pre-driving plan by including it in the pre-driving plan as a pre-scenario.

The operation support device 1d of the present embodiment receives information on the number of parked parking lots, which is an example of traffic information, from the parking lot management system 9, predicts the number of bus users based on the information on the number of parked parking lots, and obtains the prediction result. Create a bus operation plan by modifying the advance operation plan using. As in the first embodiment, the bus is an example of a moving body, and the moving body is not limited to the bus. Further, the bus operation plan is an example of the pre-operation plan of the moving body as in the first embodiment.

The parking lot management system 9 includes a parking lot information storage unit 91 and a person flow information transmission unit 92. The parking lot information storage unit 91 stores information about the number of parking lots. The information on the number of parked vehicles is information on the number of vehicles parked in the parking lot. For example, if the parking lot is a pay parking lot, the information on the number of parking lots is the number of vehicles parked in the parking lot calculated from the entry / exit time of each vehicle managed for charging the parking fee. be. The person flow information transmission unit 92 transmits information regarding the number of parked vehicles to the operation support device 1d. Further, the parking lot management system 9 may use the number of vehicles entering and leaving the parking lot using an image obtained by capturing the parking lot from a camera provided for monitoring the parking lot. Further, the parking lot management system 9 may transmit the image acquired by the camera as information on the number of parked cars to the operation support device 1d. In addition, the information on the number of parked vehicles may include vehicle types such as ordinary passenger cars, light vehicles, and large vehicles.

The operation support device 1d of the present embodiment is the same as the operation support device 1c of the fourth embodiment except that the user prediction unit 13d is provided instead of the user prediction unit 13c. Although the device of the information transmission source is different, the person flow information receiving unit 11 outputs the information received from the parking lot management system 9 to the user prediction unit 13d as in the first embodiment. The user prediction unit 13d predicts the number of bus users using information on the number of parked cars.

FIG. 18 is a flowchart showing an example of the operation support processing procedure in the operation support device 1d of the present embodiment. Step S1 is the same as that of the first embodiment. The person flow information receiving unit 11 receives information on the number of parked cars from the parking lot management system 9 (step S41). The person flow information receiving unit 11 outputs information regarding the number of parked vehicles to the user prediction unit 13d.

Next, the user prediction unit 13d predicts the number of bus users using the information regarding the number of parked cars (step S42). In detail, the ratio between the number of parked cars and the number of bus users in the parking lot is determined, and the user prediction unit 13d predicts the number of bus users by using this ratio and the information on the number of parked cars. .. When the information regarding the number of parked vehicles is a camera image or the like, the user prediction unit 13d detects a person from the camera image and counts the number of detected people. Then, the ratio between the number of parked cars captured by the camera and the number of bus users is determined from past actual values and the like, and the user prediction unit 13d counts the ratio and the number of people detected from the image. Is used to predict the number of bus users. Step S4 after step S42 is the same as that of the first embodiment, and the operation plan creating unit 14c creates an operation plan as in the first embodiment.

The operation support device 1d of the present embodiment is realized by a computer system as in the first embodiment. The operation support device 1d of the present embodiment may be realized by a plurality of computer systems like the operation support device 1 of the first embodiment. For example, it may be realized by a cloud system. Further, the vehicle dispatching device 2 may have the function of the operation support device 1d.

The information on the number of parked cars in this embodiment is also an example of the information on the time after the information on which the bus advance operation plan was created. Similar to the first embodiment, the operation support device 1d of the present embodiment is after the information on which the bus pre-operation plan and the pre-operation plan, which are examples of the pre-operation plan of the moving body, are created. The number of bus users is predicted using the information on the number of parked cars, which is the time information, and the bus operation plan is created by modifying the advance operation plan using the prediction result. Therefore, the number of users can be estimated accurately, and the vehicle can be dispatched according to the predicted value close to the actual user.

The configuration shown in the above embodiments is an example, and can be combined with another known technique, can be combined with each other, and does not deviate from the gist. It is also possible to omit or change a part of the configuration.

1,1a, 1b, 1c, 1d Operation support device, 2 Vehicle dispatch device, 3 Train integrated management device, 4 equipment, 5 Ground device, 7 Air control system, 8 Facility management system, 9 Parking lot management system, 11 Person flow information Receiver, 12 Preliminary operation plan receiver, 13,13a, 13b, 13c, 13d User prediction unit, 14,14a, 14b, 14c Operation plan creation unit, 15 Operation plan transmission unit, 21 Preliminary operation plan creation unit, 22 Preliminary operation plan transmission unit, 23 operation plan reception unit, 31 status information transmission unit, 32 status information acquisition unit.

Claims (24)

A user prediction unit that predicts the number of users of the mobile body using the flow information indicating the flow of people in the first time zone of the place related to the deployment location where the mobile body is deployed, and the user prediction unit.
Using the preliminary operation plan, which is the operation plan of the moving body, created by using the information acquired in the second time zone before the first time zone, and the prediction result by the user prediction unit. The operation plan creation unit that creates the operation plan of the moving object, and
An operation support device characterized by being equipped with. The deployment location is in front of the train station,
The operation support device according to claim 1, wherein the person flow information is information regarding the number of passengers of the train transmitted from the train. The operation support device according to claim 2, wherein the information regarding the number of passengers of the train is information indicating the air spring pressure of the bogie of the train. The operation support device according to claim 2, wherein the information regarding the number of passengers of the train is an image acquired by the in-vehicle surveillance camera of the train. The deployment location is in front of the train station,
The operation support device according to claim 1, wherein the person flow information is reservation information indicating the reservation contents of the train. The deployment location is at the airport
The operation support device according to claim 1, wherein the person flow information is information on the number of passengers of an aircraft. The deployment location is at the airport
The operation support device according to claim 1, wherein the person flow information is information related to parking of an aircraft. The operation support device according to claim 7, wherein the information regarding the parking of the aircraft includes an estimated arrival time of the aircraft at the airport and information indicating an apron used by the aircraft. The deployment location is in front of the building
The operation support device according to claim 1, wherein the person flow information is information on the number of people present in the building. The operation support device according to claim 9, wherein the information regarding the number of people present in the building is a detection result of the number of people entering and leaving the building. The operation support device according to claim 9, wherein the information regarding the number of people present in the building is information calculated based on the number of users of the elevator in the building. The operation support device according to claim 9, wherein the information regarding the number of people present in the building is the number of users of the elevator in the building. The deployment location is in front of the parking lot
The operation support device according to claim 1, wherein the person flow information is information on the number of parking spaces in the parking lot. Operation Planning Department, which creates an operation plan including the time to deploy a moving object to be deployed at an airport using information on aircraft parking.
An operation support device characterized by being equipped with. Information regarding the parking of an aircraft includes information indicating the estimated time of arrival of the aircraft at the airport and the apron used by the aircraft.
The operation support device according to claim 14, wherein the operation plan creating unit creates the operation plan including a deployment place for deploying the mobile body and a deployment time. A mobile management device that manages the deployment of mobiles,
An operation support device that supports the operation of the mobile body and
Equipped with
The operation support device is
A user prediction unit that predicts the number of users of the mobile body by using the human flow information indicating the flow of people in the first time zone of the place related to the deployment place where the mobile body is deployed, and the user prediction unit.
The pre-operation plan receiving unit that receives the pre-operation plan, which is the operation plan of the moving body, created by using the information acquired in the second time zone before the first time zone from the moving body management device. When,
An operation plan creation unit that creates an operation plan for the moving object using the advance operation plan and the prediction result by the user prediction unit.
An operation plan transmission unit that transmits the operation plan created by the operation plan creation unit to the mobile management device, and an operation plan transmission unit.
Equipped with
The mobile body management device is
A pre-operation plan transmission unit that transmits the pre-operation plan to the operation support device,
A pre-operation plan receiving unit that receives the operation plan transmitted from the operation support device, and
An operation management system characterized by being equipped with. The deployment location is in front of the train station,
The operation management system according to claim 16, wherein the person flow information is information regarding the number of passengers of the train transmitted from the train. The deployment location is at the airport
The operation management system according to claim 16, wherein the person flow information is information on the number of passengers of an aircraft. The deployment location is at the airport
The operation management system according to claim 16, wherein the person flow information is information related to parking of an aircraft. The deployment location is in front of the building
The operation management system according to claim 16, wherein the person flow information is information on the number of people present in the building. The operation management system according to claim 20, wherein the information regarding the number of people present in the building is information calculated based on the number of users of the elevator in the building. The deployment location is in front of the parking lot
The operation management system according to claim 16, wherein the person flow information is information regarding the number of parking spaces in the parking lot. It is an operation support method in an operation support device that supports the operation of a moving body.
The number of users of the mobile body is predicted by using the human flow information indicating the flow of people in the first time zone of the place related to the deployment place where the mobile body is deployed.
The pre-operation plan, which is an operation plan of the moving body created by using the information acquired in the second time zone before the first time zone, and the prediction result of the number of users are used. An operation support method characterized by creating an operation plan for a moving object. For operation support devices that support the operation of moving objects,
A step of predicting the number of users of the mobile body using the flow information indicating the flow of people in the first time zone of the place related to the deployment place where the mobile body is deployed, and
The pre-operation plan, which is an operation plan of the moving body created by using the information acquired in the second time zone before the first time zone, and the prediction result of the number of users are used. Steps to create an operation plan for a mobile object,
An operation support program characterized by executing.

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