JP6302684B2 - Diamond planning system and diamond planning method - Google Patents

Description

  The present invention relates to a diagram planning method and a planning system.

  The public transportation diagram planning system is a system that formulates an operation schedule of public transportation in advance in order to smoothly operate public transportation such as railways and buses every day. Conventionally, when deciding on a schedule for public transportation, for a given route, the travel demand around the route is predicted, the driving interval and the number of vehicles corresponding to the travel demand are determined, and finally a diagram that satisfies these requirements is created. ing.

  For example, Patent Document 1 predicts travel demand based on the number of passengers at each station along a route for a certain target route, sets the number of vehicles corresponding to the travel demand, and a diagram and board that satisfy these The rate prediction is output.

JP 2006-327239 A

  However, Patent Document 1 can output an efficient diagram plan for a certain route, but it cannot always output an efficient solution for a plurality of route networks. Here, the efficient solution means that the waiting time for the user is small and the operation cost is low for the operator of public transportation.

  For example, if there are two routes A and B and they are running side by side in a certain section, if the diagram is created separately in the conventional method, the vehicle will arrive at the same section at the same time Can be considered. In this case, by shifting the arrival time in a certain section, it is possible to shorten the waiting time for a mobile person in the section, but such a solution cannot be obtained by the conventional method. In addition, when there are a plurality of routes A, B,..., N, each of which is related to a network, it is considered that a large number of demands for moving by transferring between the routes are generated. However, in the conventional system, it is not possible to obtain a solution that considers the connection of a plurality of routes while considering transfer.

  An object of the present invention is to create a diagram for a plurality of route networks with less waiting time for users and less operating costs for operators of public transportation.

  A diagram planning system according to an aspect of the present invention that solves the above problems includes an input unit that receives information for creating a diagram, and a diagram that minimizes transfer time on each route based on a service level. It has a processing unit for planning and creating a diagram with a short transfer time as a whole, and an output unit for outputting a diagram created by the processing unit.

  ADVANTAGE OF THE INVENTION According to this invention, about the public transport system which operate | moves a some route network, the waiting time for a user can be created and a diagram with low operation cost can be created for the operator of a public transport system.

  Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a figure which shows the structure of the schedule plan system of the public transport system of this invention. In the Example of this invention, it is a figure which shows the mode of the several line in which the parallel running area was included. It is a figure which shows the flowchart of the process of an efficient schedule planning in the several line containing the parallel running area. It is a figure which shows the setting content of a route input part. It is a figure which shows the setting content of a route related input part. It is a figure which shows the setting content of a movement demand input part. It is a figure which shows the setting content of the operation interval input part for every area. It is a figure which shows the setting content of a transportation system characteristic input part. It is a figure which shows the mode of a matching process about the diagram for every area. It is a figure which shows the output content of a diamond output part. The figure which shows a mode that the route network was comprised by the network form in the Example of this invention. It is a figure which shows the flowchart of the process of an efficient schedule planning, when a route network is comprised in network form. It is a figure which shows the flowchart of a transfer time setting part. It is a figure which shows the case where the driving | running number differs in the front and back area. It is a figure which shows the flowchart which performs the cancellation | release of the driving | running number.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The parts denoted by the same reference numerals represent the same items, and the basic configuration and operation are the same.

  FIG. 1 is a diagram showing a configuration of a public transportation diagram planning system according to the present embodiment. The diagram planning system 100 includes an input unit 114 having a route input unit 101, a route relation input unit 102, a travel demand input unit 103, and a transportation facility characteristic input unit 104. The calculation unit 115 includes an operation interval change calculation unit 108 and a transfer constraint calculation unit 109. Furthermore, it has the processing part 116 provided with the optimal diamond preparation part 110, the constraint violation mitigation part 111, the diamond output part 112, and the data holding part 113 which hold | maintains the data for a process.

  Hereinafter, the processing content of the present invention will be described using two examples in the case of a plurality of routes including parallel running sections and in the case where the route network is configured in a network.

  FIG. 2 is a diagram showing a state of a plurality of routes including parallel running sections in the embodiment of the present invention. There are four points in the figure, which are point α (201), point β (202), point γ (203), and point δ (204), respectively. Reference numerals 211, 212, and 213 represent stations on the route A, and reference numerals 221, 222, and 223 represent stations on the route B. These route A and route B show the situation where they are running side by side in the section αβ between the points α and β. In addition, although there is no station between the sections αβ in the figure, a plurality of stations may exist. The same applies to other sections.

  FIG. 3 is a diagram showing a flowchart of an efficient diagram planning process in a plurality of routes including parallel running sections executed by the optimum diagram creation unit 110. Each process will be described below.

  First, processing for the route input unit 101 will be described. In step 301, each route corresponding to the process is input to the route input unit 101. In the example of FIG. 2, input is made for route A and route B.

  In step 302, information about the parallel running route portion is input. In the example of FIG. 2, information related to the parallel running section is input to the route relation input unit 102.

  In step 303, the movement demand in each section is set in the movement important input unit 103.

  In step 304, the operation interval input part 105 for every section receives the input of the service interval service level for each section. The service interval service level means the minimum operation interval in a certain section, and it does not matter if the vehicle on any route can come, but the user does not wait for the time longer than the minimum operation interval at the longest. .

  Next, processing in the processing unit of this embodiment will be described. In step 305, the operation interval change calculation unit 108 determines the number of operations for each section. Based on the movement demand and the minimum operation interval for a certain section, the number of operations per section = the set time width / the minimum operation interval is calculated. For example, when determining every hour, the number of operations per section (every hour) = 60 minutes / minimum operation interval (minutes). At this time, if the movement demand is not met, a necessary number satisfying the movement demand is set. For example, if the number of trains (every hour) x the number of vehicles is less than the demand for movement (every hour), the required number = the demand for movement / the number of vehicles will be calculated, and the result will be ).

  In step 306, the operation interval change calculation unit 108 determines an initial schedule for each section. Using the number of trains for each section, for example, create an initial schedule that leaves the starting station at regular intervals every hour from 4 o'clock in the morning.

  In step 307, the operation interval change calculation unit 108 specifies a diamond adjustment variable for the initial diamond plan. Details of the diamond adjustment variable will be described with reference to FIG. 9, but basically the adjustment variable for shifting the lines of a plurality of diamonds for a certain period of time and the adjustment variable for shifting each stripe one by one. Is done.

  In step 308, the optimum diagram creation unit 110 determines an optimization target. Here, the optimization target is set to minimize the sum of each diamond adjustment variable using the diamond adjustment variable set in step 307.

  In step 309, the optimum diagram creation unit 110 performs optimization calculation. Here, the optimization formula is as follows.

Min λ (number of unconnected streaks) + ε (Σ (each diamond adjustment variable))
st Each diamond adjustment variable ≥ 0
λ, ε: Parameter (setting value)
Here, a streak that is not connected refers to a streak that waits more than necessary at a station when a streak in one section is connected to the nearest streak in another section. In the example of FIG. 2, if the streak running on the section αβ is 10:10 at the station AK and 10:11 departing from the station AK, and the nearest streak running on the section βγ is 10:30 from the station AK, Because it will wait 19 minutes at, it is considered a streak that waits more than necessary.

  There are several ways to solve the above optimization equation, but here, a solution method by GA (Genetic Algorithm) will be described. In GA, it is necessary to prepare multiple solution candidates called genes. In this embodiment, a gene obtained by connecting the values of each diamond adjustment variable is defined as one gene. For example, the schedule adjustment variable at line A on line A at line 1 station A1, the line adjustment variable at line A on line 1 at station A2 ... The value is set with a random number. A plurality of solution candidates are generated, and after inferior genes in light of the optimization target, gene crossover and mutation are performed to generate new solution candidates.

  As another method, it may be possible to change the optimization target a little and solve it as a linear programming method. In the above optimization target, it is expressed as “the number of streaks that are not connected”, but by setting this as “the waiting time of streaks when connected”, the following formula can be obtained and solved as a linear programming method become.

Min λ (Stage waiting time when Σ is connected) + ε (Σ (each diamond adjustment variable))
st Each diamond adjustment variable ≥ 0
λ, ε: Parameter (setting value)
In step 310, the diagram decomposition for each route is performed based on the contents of the diagram adjustment variable output in step 309. Taking FIG. 2 as an example, the streak connected from the section side branched first is selected. Specifically, after selecting the diamond streak for section βγ in FIG. 2, the section αβ streaks are checked, and the arrival time and departure time at point β after adjustment by the diamond adjustment variable are confirmed. The streak is determined to be the same as the streak selected in the section βγ.

  Finally, the diagram output unit 112 will be described. In step 311, an output result for each route is output for the diagram plan calculated in the above step. If the set service interval service level has been exceeded at the time of output, the excess determination result is output. Further, the diagram output unit 112 stores the output result for each route in the data holding unit 113.

  Hereinafter, input information and output information will be described. FIG. 4 is a diagram showing the setting contents of the route input unit 101. The route input unit inputs a route ID 401, a station ID 402, a station name 403, and a business kilometer 404. If there are multiple stations on the route, separate records. The example in FIG. 4 shows that there are three stations A1, A2, and A3 for line A. In the following, unless there is a specific description, when a plurality of values are likely to enter a certain column, it is assumed that records are recorded separately.

FIG. 5 is a diagram showing the setting contents of the route relationship input unit 102. Reference numeral 50 denotes setting contents for indicating a parallel running section. Section ID 501, route ID 502, parallel route ID 503, route start end ID 504, route end ID 505, parallel route start point ID 506, parallel route end ID 507, diagram adjustment variable type 508 Consists of The route start end and the route end refer to the start and end stations for a certain section of the route. The same applies to the parallel road line start end and the parallel road line end. The detailed usage of the diamond adjustment variable type will be described with reference to FIG. Reference numeral 51 denotes setting contents relating to a transfer time, which will be described later, and includes a point ID 511, a station ID 512, a transfer station ID 513, and a transfer time 514.
FIG. 6 is a diagram illustrating the setting contents of the movement demand input unit 103. Reference numeral 60 denotes a setting content for inputting a movement demand for each section, and includes a section ID 601, the number of persons to be moved 602, and a time zone 603. Reference numeral 61 denotes setting contents when the movement demand is set as OD information. Here, the OD information indicates the number of users for each combination of departure and arrival (Destination). 61 is composed of the boarding station ID 611, the getting-off station ID 612, the number of people to be moved 613, and the time zone 614. 60 setting contents may be created by conversion.
FIG. 7 is a diagram showing the setting contents of the section-by-section operation interval input unit 105, which includes a section ID 701 and a minimum operation interval 702. Here, by defining the service level of the minimum operation interval for each section first, it is possible to secure the service level as a section when the schedules of each route are combined.
FIG. 8 is a diagram showing the setting contents of the transportation facility characteristic input unit 107. Reference numeral 80 denotes a delay time set at each station, which includes a route ID 801, a transportation means 802, a station ID 803, and a maximum delay time 804. Various setting methods can be considered for the maximum delay time. For example, it is possible to define a delay time that covers 95% of the delay time of the past year as the maximum delay time. Reference numeral 81 denotes the number of vehicles on each route, which includes a route ID 811, a transportation means 812, and a capacity 813. Due to the presence of the transportation facility characteristic input section, it is possible to plan a plan in consideration of the service level for each section while a plurality of transportation modes are mixed.
FIG. 9 shows a setting example of a diagram adjustment variable when an efficient diagram planning is performed on a plurality of routes including parallel running sections. Reference numeral 901 denotes the departure time of the vehicle at the point α. Similarly, 902 indicates the arrival time and departure time of the vehicle at the point β, 903 indicates the arrival time of the point γ, and 904 indicates the departure time of the point δ. Reference numeral 911 denotes an outline of the stripe in the section αβ, similarly 912 denotes an outline of the stripe in the section βγ, and 913 denotes an outline of the stripe in the section βδ. In this example, routes to the point α → γ and the point α → δ are shown. Here, the diamond adjustment variables are set as examples for one line and one for a plurality of lines in common. As an adjustment example for each streak, it is represented by a change in arrival time at the point β. For example, the first streak indicates that the initial schedule is 10:10, but the schedule can be changed by the diagram adjustment variable AD-1t. Further, as an example of adjustment for a plurality of lines, it is shown that the arrival time at the point β and the arrival time at the point γ can be changed at once by the diamond adjustment variable c. Similarly, the arrival time at the point β and the arrival time at the point δ can be changed at once by the diamond adjustment variable d. The value of this diamond adjustment variable is determined by the optimization calculation described in step 309 in FIG. Note that the diamond adjustment variable can be set by using the diamond adjustment variable type shown in FIG. 5 one by one, a plurality of times, or a combination of the two methods.

  FIG. 10 is a diagram showing the output contents of the diagram output unit 112, which includes a route ID 1001, a line ID 1002, a station ID 1003, an arrival time 1004, a departure time 1005, an operation interval service level excess 1006, and a transfer service level excess 1007. . As for the route ID, all the routes may be displayed as shown in the figure, or may be output as a separate diagram for each route ID. As for the service interval exceeding the service interval, the degree of excess is output for a solution having a service interval greater than the minimum service interval. As for the transfer service level excess, as will be described later, the contents are recorded at locations where the transfer service level has been exceeded.

  FIG. 11 is a diagram showing a state in which the route network is configured in a network shape, showing another form of the present embodiment. In the figure, there are four points, which are point α1101, point β1102, point γ1103, and point δ1104, respectively. Also, there are four routes in the figure, station 1111, station 1112, station 1113, station 1114 on route A, station 1121, station 1122, station 1123 on route B, station 1131 and station 1132 on route C. , Station 1133, station 1134, and route D have station 1141, station 1142, and station 1143. There are two stations, a station 1112 and a station 1122 at the point α, and they can be transferred. Similarly, other stations β, γ, and δ indicate that there are transfer stations.

  FIG. 12 is a diagram showing a flowchart of an efficient diagram planning process when the route network is configured in a network. The processing contents will be described below according to the embodiment of FIG. In FIG. 12, there is a process with the same number as in FIG. 3, which means the same process content as in FIG. 3, and indicates a process that will not be described again here.

  First, the input process will be described.

    In step 1201, transfer route information is set in the route input unit 102. In this way, it is possible to define at which point between stations the transfer occurs.

  In step 1202, the service level setting unit 104 receives the service level of the transfer time between stations. The maximum time for transfer is defined by the transfer time set here.

  Next, processing contents will be described.

    In step 1203, a schedule adjustment variable at each transfer point is defined. The specified contents will be described with reference to FIG.

  In step 1204, an optimization target is determined. Here, the optimization target is set to minimize the sum of each diamond adjustment variable using the diamond adjustment variable set in step 1203.

  In step 1205, optimization calculation is performed. Here, the optimization formula is as follows. A method for calculating the transfer time and the waiting time will be described with reference to FIG.

Min λ (Σ (transfer time at each transfer point)) + ε (Σ (standby time at each transfer point))
st Each diamond adjustment variable ≥ 0
λ, ε: Parameter (setting value)
The specific processing of the optimization calculation uses the same solution method as step 309 in FIG. 3 to derive a solution.

    When a solution is output, a solution that exceeds the service level for the transfer time set in step 1202 may be partially output. In that case, the line exceeding the service level is labeled as exceeding the transfer service level. Specifically, detailed information is registered in the transfer service level excess 1007 in FIG.

  FIG. 13 is a diagram showing a specific diagram adjustment variable setting method for minimizing the transfer time at each transfer point when the route network is configured in the form of a network. This is illustrated with reference to the example of the transfer. Reference numeral 1301 denotes a schedule of arrival times at the station AE, and the diamond adjustment variable is AEUA-1t... AEUA-5t. Similarly, reference numeral 1302 indicates a schedule for the departure time of the route B on the route B at the station BE, and indicates a schedule for the departure direction of the route B at the station BE, 1303. It is possible. Reference numeral 1304 denotes a schedule of departure matters at the station AE. Here, the difference between 1301 and 1304 is that, as the initial schedule, the schedule is determined separately for the section before the station AE and the section after the station AE, and the station AE is not connected. Is shown. Here, the transfer time 1305 when the streak 1301 is selected is calculated as follows.

  Transfer time 1305 = Departure time at station BE up-arrival time at station AE at the selected line. However, the departure time at station BE going up is the nearest time after the arrival time at station AE + transfer time at the selected line.

  Similarly, the transfer time 1306 is also calculated. Further, the standby time 1307 is calculated as follows.

  Standby time 1307 = departure time at station AE up (2) −arrival time at station AE at the selected line. However, the departure time at the station AE ascending (2) is the nearest time after the arrival time at the station AE in the selected line. This is similarly performed for all transfer points, and an optimization formula is constructed.

  FIG. 14 shows a situation where the service levels in the preceding and following sections are different in step 304 of FIG. Specifically, in 1401, there are only 9 trains, while in the section after point β, there is a clear discrepancy with 11 trains.

  In such a case, inconsistency elimination processing may be performed in step 304 as shown in FIG. In step 1501, confirmation is made with the diagram creator to create a return line. Alternatively, it is set in advance whether or not to create a folding line. If a return streak may be created, in step 1502, the calculation unit 115 adds a streak to the opposite diagram as a return flight. When not making a return flight, the calculation unit 115 adds the number of shortage sections in step 1503. Further, since the operation interval service level is exceeded by adding the number, detailed information is recorded in the operation interval service level excess 1006 in FIG. In step 1504, the operation number mismatch is confirmed in the changed peripheral section. If the calculation unit 115 determines that there is a mismatch (step 1505), the calculation unit 115 returns to step 1501 again. If there is no mismatch in step 1505, the process ends.

  According to the above-described embodiment, it is possible to create a diagram for a public transportation system that operates a plurality of route networks with a low waiting time for the user and a low operation cost for the business operator of the public transportation system.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.

  Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment. For example, the present invention can be applied to a configuration in which parallel running sections exist and a configuration in which orthogonal sections are mixed.

  Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor.

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

  Moreover, what is necessary is just used by public transport, and a water bus, a subway, a tram, etc. are also included.

DESCRIPTION OF SYMBOLS 100 Schedule planning system 101 Route input part 102 Route related input part 103 Travel demand input part 104 Service level setting part 105 Operation interval input part 106 for each section Transfer time input part 107 Transportation characteristic input part 108 Operation interval change calculation part 109 Transfer Constraint calculation unit 110 Optimal diamond creation unit 111 Constraint violation mitigation unit 112 Diamond output unit 113 Data holding unit

Claims (12)

A schedule planning system for planning a schedule of a plurality of routes,
An input unit for inputting information for creating a diagram;
Based on a service level consisting of an operation interval service level and a transfer time service level , a schedule that minimizes waiting time on each route is created, and a processing unit that creates a diagram with less waiting time as a whole,
A diagram planning system comprising: an output unit that outputs the diagram created by the processing unit. In the diagram planning system according to claim 1,
The said process part is a diagram planning system which produces a diagram by matching the service level of the some route which belongs to the said parallel running section in the parallel running area where the route paralleled among the said several routes. In the diagram planning system according to claim 1,
The processing unit sets the service level by having a service interval greater than the minimum service interval in the service interval service level set for each section, or exceeding the maximum transfer time in the service time service level set for each section. A diagram planning system that, when exceeded , determines which diamond lines exceed service levels. In the diagram planning system according to claim 1,
The processing unit is a diagram planning system that solves the problem by creating a loopback diagram for a mismatched portion when the set service level content does not match for each section. In the diagram planning system according to claim 1,
When the set service level contents are inconsistent for each section, the processing unit creates a diagram plan that can be executed even if the service level is exceeded for a section having a short streak. In the diagram planning system according to claim 1,
The plurality of routes is a diagram planning system configured in a network. A diagram planning method of a diagram planning system for planning a diagram of a plurality of routes,
Receive information to create a diagram from the input unit,
The processing unit reads the above information, and based on the service level consisting of the service interval service level and the transfer time service level , creates a diagram that minimizes the waiting time on each route, and creates a diagram with less overall waiting time And
A diagram planning method for outputting the created diagram by the processing unit by an output unit. In the diagram planning method according to claim 7,
The said process part is a diagram planning method of creating a diamond by matching the service levels of the plurality of routes belonging to the parallel running section in the parallel running section in which the routes are parallel running among the plurality of routes. In the diagram planning method according to claim 7,
The processing unit sets the service level by having a service interval greater than the minimum service interval in the service interval service level set for each section, or exceeding the maximum transfer time in the service time service level set for each section. if exceeded, it determines which diamonds stripes exceeds the service level, diamond planning method. The diagram planning system according to claim 7,
When the set service level content does not match for each section, the processing unit eliminates the schedule by creating a loopback diagram for the mismatched portion. In the diamond plan planning method according to claim 7,
When the set service level contents are inconsistent for each section, the processing unit creates a diagram plan that can be executed even if the service level is exceeded for a section having a short streak. In the diagram planning method according to claim 7,
The plurality of routes are a diagram planning method in which a network is formed.

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