JP6754831B2 - Simulation equipment, methods, and computer programs - Google Patents

Description

The present invention relates to a simulation of alignment behavior.

Congestion in places where a large number of people get on and off, such as the platform of a station or the elevator hall of a building, has become an issue. When designing stations and buildings to reduce congestion, or when considering measures to reduce congestion, the impact of the operation of transportation systems such as trains and elevators on passengers and the behavior of passengers have on the transportation system. Both the impact and the impact need to be considered. That is, it is necessary to consider the mutual influence.

Passenger waiting behavior at the boarding / alighting place of the transportation system has a great influence on waiting time and congestion. For example, when the area near the stairs on the platform of a station is congested, the movement of passengers trying to flow in from the stairs and the movement of passengers trying to flow out of the stairs are hindered, so it is important to understand the waiting behavior. Passengers often stand in line, especially during times of congestion. In this case, depending on the length of the alignment and / or the shape of the alignment, the boarding / alighting time may be shortened or increased even if the number of people waiting is the same.

Patent Document 1 discloses a human flow arithmetic unit that evaluates the mutual influence between the operation of an elevator and the movement of passengers with respect to the congestion of people moving in a building using an elevator.

JP-A-2009-96612

Patent Document 1 presupposes that the waiting behavior of people in the elevator hall is dispersed according to the position of the elevator door and the position of the surrounding people, and fully considers the alignment behavior at the time of congestion. I can't say.

In addition, since the waiting behavior is likely to differ greatly depending on the environment such as passengers, place, and time zone, it is often necessary to adjust various parameters according to the target alignment behavior. However, it is difficult for a user who is not very familiar with alignment behavior to properly set parameters related to alignment behavior.

Therefore, an object of the present invention is to provide a simulation device, a method, and a program capable of easily performing a simulation regarding the alignment behavior of a transportation system.

In the simulation device for simulating the alignment behavior of passengers in the transportation system according to the embodiment, each passenger gets in line with any one of a plurality of entrances / exits of the transportation system in the boarding area and transports in the getting-off area. In executing the simulation of getting off from the boarding gate of the system, the attractiveness of each boarding gate to the passenger is calculated based on the number of people arranged at each boarding gate when the passenger arrives at the boarding area, and the calculation is performed. The entrance / exit where the passengers are lined up is determined based on the attractiveness.

According to the present invention, it is possible to easily carry out a simulation regarding the alignment behavior of the transportation system.

A configuration example of the simulation device according to the embodiment is shown. An example of spatial data is shown when the transportation system is a "train" and the boarding / alighting area is a "station platform". An example of spatial data when the transportation system is an "elevator" and the boarding / alighting area is an "elevator hall" is shown. This is an example of expressing spatial data as a network topology. An example of a distance data table is shown. An example of a passenger data table is shown. An example of the parameter input form is shown. It is a flowchart which shows the processing example of the alignment evaluation calculation part. It is a figure for demonstrating the calculation method of the number of people in line. It is a flowchart which shows the processing example of the alignment result display part. An example of the simulation execution screen when the alignment width is "1" is shown. An example of the simulation execution screen when the alignment width is "2" is shown.

Examples will be described below.

In the following description, the information may be described by the expression "xxx table", but the information may be expressed by any data structure. That is, the "xxx table" can be called "xxx information" to show that the information does not depend on the data structure.

In the following description, processing may be described with "program" as the subject, but the program is executed by a processor (for example, a CPU (Central Processing Unit)) to appropriately store the specified processing as a storage resource. Since it is performed using at least one of (for example, a memory) and a communication interface device, the subject of processing may be a processor and a device having the processor. Part or all of the processing performed by the processor may be performed in the hardware circuit. Computer programs may be installed from the program source. The program source may be a program distribution server or storage media (eg, portable storage media).

In the following examples, when the number of elements, etc. (including the number, numerical value, quantity, range, etc.) is referred to, unless otherwise specified or when the number is clearly limited in principle, the number thereof, etc. It is not limited to a specific number, and may be more than or less than a specific number.

In the following examples, the components (including element steps and the like) are not necessarily essential unless otherwise specified or clearly considered to be essential in principle.

FIG. 1 shows a configuration example of the simulation device 2 according to the embodiment.

The simulation device 2 has a parameter input unit 101, an alignment evaluation calculation unit 103, and an alignment result display unit 111 as functions. These functions may be stored in the memory 12 as a computer program. Examples of the memory 12 are DRAM (Dynamic Random Access Memory), ReRAM (Resistive Random Access Memory), and FeRAM (Ferroelectric Random Access Memory).

The simulation device 2 has alignment behavior parameters 102, passenger data 105, transportation system data 110, and spatial data 106 as data. The spatial data 106 may include information about the alignment position 107, the boarding / alighting position 108, and the distance data 109. These data may be stored in the storage device 14. Examples of the storage device 14 are an HDD (Hard Disk Drive) and an SSD (Solid State Drive). The CPU 10 may realize various functions by reading a computer program from the memory 12 and executing the program. Further, the CPU 10 may read and write data to the storage device 14 as needed.

The parameter input unit 101 receives inputs related to the alignment behavior parameter 102, the passenger data 105, and the transportation system data 110. The parameters input to the parameter input unit 101 may be input by the user of the simulation device 2 or may be read from a predetermined file.

The alignment evaluation calculation unit 103 allows each passenger to board the vehicle in line with any one of the plurality of boarding / alighting ports (aligned position 107 or boarding / alighting position 108) of the transportation system in the boarding area, and board the transportation system in the boarding area. Execute a simulation of getting off from the entrance / exit. At that time, the alignment evaluation calculation unit 103 calculates the attractiveness of each entrance / exit for the passenger based on the number of people aligned at each entrance / exit when the passenger arrives at the boarding area, and based on the calculated attractiveness. Then, the entrance / exit where the passengers are lined up is determined.

The alignment result display unit 111 displays a stepwise change in the column length at each alignment position 107 calculated by the alignment evaluation calculation unit 103. For example, the alignment result display unit 111 displays the passengers aligned from the N (N is an integer of 1 or more) th to the N + k (k is an integer of 0 or more) in a manner that can distinguish the other passengers.

FIG. 2 shows an example of spatial data when the transportation system is a “train” and the boarding / alighting area is a “station platform”.

In FIG. 2, station platforms 701, 702, and 703 are different station platforms. Hereinafter, an example of spatial data related to the alignment simulation at the station platform 703 when a passenger gets on the train from the station platform 703 and gets off at the station platform 701 or 702 will be described.

At the platform 703 of the station, the train doors 711, 714, 717 correspond to the boarding / alighting positions in the spatial data. Positions 718, 719, 720 in front of the train door correspond to alignment position 107. The ticket gate 708 and stairs 707 correspond to the entrance to the boarding / alighting area (station platform).

At the platform 701 of the station, the train doors 709, 712, 715 correspond to the boarding / alighting positions in the spatial data. Stairs 704 and 705 correspond to the entrance from the boarding / alighting area.

At the platform 702 of the station, the train doors 710, 713, 716 correspond to the boarding / alighting positions in the spatial data. Stairs 706 correspond to the entrance from the boarding / alighting area.

Passengers boarding from door 711 of station platform 703 get off from door 710 at station platform 702 and get off from door 709 at station platform 701. In the description of the embodiment, these doors 709, 710, and 711 are collectively referred to as "boarding / alighting position A".

Passengers boarding through the door 714 of the station platform 703 disembark from the door 713 at the station platform 702 and disembark from the door 712 at the station platform 701. In the description of the embodiment, these doors 712, 713, and 714 are collectively referred to as "boarding / alighting position B".

Passengers boarding from the door 717 of the station platform 703 get off from the door 716 at the station platform 702 and get off from the door 715 at the station platform 701. In the description of the embodiment, these doors 715, 716, and 717 are collectively referred to as "boarding / alighting position C".

FIG. 3 shows an example of spatial data when the transportation system is an “elevator” and the boarding / alighting area is an “elevator hall”.

In FIG. 3, elevator halls 901, 902, and 903 are elevator halls on different floors. Hereinafter, an example of spatial data related to the alignment simulation in the elevator hall 903 when a passenger gets on the elevator car from the elevator hall 903 and gets off at the elevator hall 902 or 903 will be described.

In the elevator hall 903, the elevator doors 911, 914, 917 correspond to the boarding / alighting positions in the spatial data. Positions 918, 919, and 920 in front of the elevator door correspond to alignment position 107. Boundaries 907 and 908 correspond to entrances to the boarding / alighting area (elevator hall).

In the elevator hall 901, the elevator doors 909, 912, and 915 correspond to the boarding / alighting positions in the spatial data. Boundaries 904 and 905 correspond to entrances from the boarding / alighting area.

In the elevator hall 902, the elevator doors 910, 913, 916 correspond to the boarding / alighting positions in the spatial data. Boundary 906 corresponds to the entry point from the boarding / alighting area.

Passengers boarding through door 911 in elevator hall 903 disembark from door 910 in elevator hall 902 and from door 909 in elevator hall 901. In the description of the embodiment, these doors 909, 910, and 911 are collectively referred to as "boarding / alighting position A".

Passengers boarding through door 914 in elevator hall 903 disembark from door 913 in elevator hall 902 and from door 912 in elevator hall 901. In the description of the embodiment, these doors 912, 913, and 914 are collectively referred to as "boarding / alighting position B".

Passengers boarding through door 917 of elevator hall 903 disembark from door 916 at elevator hall 902 and from door 915 at elevator hall 901. In the description of the embodiment, these doors 915, 916, and 917 are collectively referred to as "boarding / alighting position C".

FIG. 4 is an example in which the spatial data of FIGS. 2 and 3 is represented as a network topology.

In this embodiment, in order to make the explanation easy to understand, FIGS. 2 and 3 have the same network topology. However, the network topology may differ depending on the target.

Nodes 1008 and 1007 correspond to entrances to the boarding / alighting area. Nodes 1004, 1005 and 1006 correspond to entrances from the boarding / alighting area.

Nodes 1018, 1019, and 1020 correspond to alignment positions. Nodes 1009, 1012, 1015, 1010, 1013, 1016 correspond to boarding / alighting positions.

Nodes 1009, 1010, and 1011 correspond to the boarding / alighting position A and are connected in terms of network topology. The nodes 1012, 1013, and 1014 correspond to the boarding / alighting position B and are connected in terms of network topology. Nodes 1015, 1016, and 1017 correspond to the boarding / alighting position C and are connected in terms of network topology.

In the network topology, the distance from the entrance to the alignment position or the boarding position may be referred to as "access distance", and the distance from the exit position to the exit may be referred to as "egress distance". For example, the distance from node 1008 to node 1018 or the distance from node 1007 to node 1020 is an access distance. For example, the distance from node 1010 to node 1006 or the distance from node 1012 to node 1005 is an egress distance. The distance may be a straight line distance or the travel distance of passengers.

FIG. 5 shows an example of the distance data table 109. The distance data table 109 may include an access distance and an egress distance.

The distance data table 109 has information on the distance from each entrance / exit to each boarding / alighting position 403, 404, 405.

For example, the value "13" stored in the column of the intersection of the row of the entrance 1007 and the column of the boarding / alighting position A is the access distance from the entrance 1007 to the boarding / alighting position (boarding position) A is "13". It is shown that.

For example, the value "12" stored in the column of the intersection between the row of the entry gate 1006 and the column of the entry / exit position B is the egress distance from the entry / exit position (getting off position) B to the entrance 1006 is "12". It is shown that.

The unit of the value stored in the distance data table 109 may be the length of the distance, the travel time, or other than that.

FIG. 6 shows an example of the passenger data table 105.

The passenger data table 105 has information on the number of passengers traveling from each entrance to each entry on the transportation system.

For example, the value "9 people" stored in the column of the intersection of the row of the entrance 1007 and the column of the entrance 1004 means that the number of passengers moving from the entrance 1007 to the entrance 1004 on the transportation system is "9". It shows that it is a person.

In the example of FIG. 6, only the movement of boarding from a specific boarding / alighting position is set, but the movement of boarding from a plurality of boarding / alighting positions may be set. In that case, it is preferable that the processing of the alignment evaluation calculation unit 103 is executed in parallel for each of the plurality of boarding positions.

FIG. 7 shows an example of the parameter input form 200.

The parameter input form 200 is a GUI (Graphical User Interface) for the user of the simulation device 2 to input parameters related to the alignment behavior simulation. The parameter input form 200 may be generated by the parameter input unit 101.

The parameter input form 200 may have an item for inputting a parameter related to the transportation system data and a parameter related to the alignment behavior. Further, the parameter input form 200 may have an item for inputting and editing the number of passengers in the passenger data table 105.

The parameter input form 200 may have a choice of transport system types. For example, train 211 or elevator 210 may be selected. The parameter input form 200 may have an input field for a transport system capacity of 201. One input field for the capacity 201 may be provided as shown in FIG. 7, or may be provided for each type of transportation system.

The parameter input form 200 may have input fields for the alignment width 202, the access distance coefficient 203, the egress distance coefficient 204, the alignment number coefficient 205, and the capacity coefficient 206 for the alignment action parameter 102.

The alignment action parameter 102 may be used in the alignment evaluation calculation unit 103 to calculate the attractiveness of each alignment position.

The alignment width 202 is a value indicating how many rows are arranged at the alignment position.

The access distance coefficient 203 is a value for adjusting the magnitude of the access distance that affects the attractiveness of each aligned position. The larger the access distance coefficient 203, the higher the attractiveness of the aligned positions with the closer access distance may be calculated.

The egress distance coefficient 204 is a value for adjusting the magnitude of the egress distance that affects the attractiveness of each aligned position. The larger the egress distance coefficient 204, the higher the attractiveness of the aligned positions with the closer egress distance may be calculated.

The alignment number coefficient 205 is a coefficient for adjusting the magnitude of the alignment number of alignment positions affecting the attractiveness of each alignment position. The larger the alignment number coefficient 205, the higher the attractiveness of the alignment position where the alignment number is small may be calculated.

The capacity coefficient 206 is a coefficient for adjusting the magnitude in which the number of people aligned at the alignment position exceeds the capacity 201 of the transportation system, which affects the attractiveness of each alignment position. The larger the capacity coefficient 206, the lower the attractiveness of the alignment position where the number of alignment members exceeds the capacity 201 may be calculated.

FIG. 8 is a flowchart showing a processing example of the alignment evaluation calculation unit 103.

(S1401) The alignment evaluation calculation unit 103 extracts a plurality of passengers moving from each entrance to each entry from the passenger data table 105. Then, the alignment evaluation calculation unit 103 totals the number of passengers moving for each combination of the entrance and the exit. Then, the alignment evaluation calculation unit 103 sorts the extracted plurality of passengers in an arbitrary order to create a passenger list. In the passenger list, passengers from the first to the M (M is an integer of 1 or more) are arranged in order.

(S1402) The alignment evaluation calculation unit 103 substitutes the initial value “1” for the variable i.

(S1403) The alignment evaluation calculation unit 103 proceeds to S1404 if the variable i is equal to or less than the passenger list length M (S1403: YES), and proceeds to S1409 if not (S1403: NO).

(S1404) aligned evaluation computing unit 103, from the passenger list, and acquires the i-th passenger _{p i.}

(S1405) aligned evaluation computing unit 103, based on the attributes of the passenger p _i and status of each alignment position, calculates the attractiveness of each alignment position. For example, the alignment evaluation calculation unit 103 calculates the attractiveness of each alignment position by the following equation (1). The FLOOR function is a function that truncates a real number to an integer.

Attractiveness = 100 / (access distance x access distance coefficient + egress distance x egress distance coefficient + number of people in line x number of people in line + FLOOR (number of people in line / capacity) x capacity coefficient) ... (1)

Examples of passenger attributes are the passenger's entrance and exit. Passengers with different entrances may have different access distances to each boarding position. Passengers with different entry points may have different egress distances from each disembarkation position. Passengers in different orders may have different numbers of people in each alignment position. In principle, it may be assumed that the waiting time is shorter in the aligned position where the number of aligned people is smaller.

Passengers are likely to choose a route that minimizes the travel time (travel distance) from the entrance to the exit. However, this can vary depending on the environment, time of day, passenger preferences and conditions. For example, when you are in a hurry, you may choose a shorter route, and when you are not in a hurry, you may choose a route that is not crowded even if it takes some time, or you may choose a brighter route than a dark route. .. Therefore, in this embodiment, it is possible to set a coefficient for each parameter (for example, access distance, egress distance, and number of people aligned) that influences the alignment behavior, and it is possible to adjust the attractiveness of each alignment position. Setting the coefficient to adjust the attractiveness is also adjusting the influence on the alignment behavior. That is, according to the present embodiment, various patterns of alignment behavior simulation can be easily executed by changing the coefficient.

(S1406) The alignment evaluation calculation unit 103 determines the alignment position q to which the passenger _pi is aligned based on the attractiveness of each alignment position calculated in S1405. In this embodiment, the passengers are aligned at the most attractive alignment position. However, other methods may be used to determine the alignment position where the passengers are aligned. For example, the alignment position of passengers may be stochastically determined according to the attractiveness of each alignment position. The above formula for calculating attractiveness in this embodiment is defined so that the more easily aligned, the more attractive the alignment position is, but conversely, the easier it is to align, the smaller the attractiveness is. You may.

(S1407) The alignment evaluation calculation unit 103 stores the value of i in the alignment list of the alignment position q. This is to record the process of change in the number of people in line. Instead of this process, the number of people aligned may be simply recorded for each alignment position q.

(S1408) The alignment evaluation calculation unit 103 adds "1" to the variable i. Then, the alignment evaluation calculation unit 103 returns to the process of S1403.

(S1409) When the alignment evaluation calculation unit 103 determines the alignment position for all passengers included in the passenger list (S1403: NO), the alignment evaluation calculation unit 103 outputs the alignment list of each alignment position q and ends.

By the above processing, an alignment list including information on which number of passengers are aligned at which alignment position is generated.

FIG. 9 is a diagram for explaining a method of calculating the number of people arranged (processing of S1405).

In the example of FIG. 9, the number of people aligned is calculated when the information of the alignment behavior parameter (FIG. 7), the passenger data table 105 (FIG. 6), and the distance data table 109 (FIG. 5) is input to the alignment evaluation calculation unit 103. Show the process.

Passenger 1101 stores information indicating the number of passengers.

Information indicating the entrance and exit of passenger 1101 is stored in the entrance / exit 1102.

The attractiveness of the boarding / alighting position (aligned position) A is stored in the attractiveness of the boarding / alighting position A at the time when the passenger 1101 enters the boarding / alighting area (for example, a platform of a station or an elevator hall) from the entrance.

The attractiveness of the boarding / alighting position B is stored in the attractiveness of the boarding / alighting position B at the time when the passenger 1101 enters the boarding / alighting area from the entrance.

The attractiveness level 1105 of the boarding / alighting position C stores the attractiveness level of the boarding / alighting position C at the time when the passenger 1101 enters the boarding / alighting area from the entrance.

The number of people lined up at the boarding / alighting position (aligned position) A is stored in the number of people lined up at the boarding / alighting position A at the time when the passenger 1101 enters the boarding / alighting area from the entrance.

The number of people lined up at the boarding / alighting position B 1107 stores the number of people lined up at the boarding / alighting position B at the time when the passenger 1101 enters the boarding / alighting area from the entrance.

The number of people lined up at the boarding / alighting position C 1108 stores the number of people lined up at the boarding / alighting position C at the time when the passenger 1101 enters the boarding / alighting area from the entrance.

The first passenger (passenger in line 1110) is a passenger who is scheduled to move from entrance 1007 to entrance 1004. For this passenger, it is assumed that the attractiveness 1103 at the boarding / alighting position A is calculated as "4.74", the attractiveness 1104 at the boarding / alighting position B is calculated as "4.20", and the attractiveness 1105 at the boarding / alighting position C is calculated as "3.39". .. In this case, the alignment position A has the highest attractiveness. Therefore, assuming that the first passenger is aligned with the alignment position A, "1" is added to the number of people 1106 aligned at the boarding / alighting position A.

The second passenger (passenger in line 1111) is also a passenger who is scheduled to move from the entrance 1007 to the entrance 1004. For this passenger, it is assumed that the attractiveness 1103 at the boarding / alighting position A is calculated as "4.32", the attractiveness 1104 at the boarding / alighting position B is calculated as "4.20", and the attractiveness 1105 at the boarding / alighting position C is calculated as "3.39". .. In this case, the attractiveness of the alignment position A is slightly lower than that of the first passenger. This is because the first passenger is already aligned at the alignment position A. However, the alignment position A is still the most attractive. Therefore, assuming that the second passenger is also aligned at the alignment position A, "1" is added to the number of people 1106 aligned at the boarding / alighting position A.

The third passenger (passenger in line 1112) is also a passenger who is scheduled to move from entrance 1007 to entrance 1004. For this passenger, it is assumed that the attractiveness 1103 of the boarding / alighting position A is calculated as "4.15", the attractiveness 1104 of the boarding / alighting position B is calculated as "4.20", and the attractiveness of the boarding / alighting position C is calculated as "3.39". In this case, the alignment position B has the highest attractiveness. Therefore, assuming that the third passenger is aligned with the alignment position B, "1" is added to the number of people 1107 arranged at the boarding / alighting position B.

By executing the same procedure for rows 1113 to 1118, it is possible to simulate a change in the number of people aligned at each boarding / alighting position.

In the example of FIG. 9, each passenger moves to the same entrance / exit, but of course, a simulation can be performed in the same manner when each passenger moves to a different entrance / exit. In that case, the attractiveness of each boarding / alighting position may differ depending on which entrance the passengers plan to move from which entrance.

FIG. 10 is a flowchart showing a processing example of the alignment result display unit 111. The flowchart of FIG. 10 is an example of processing for one alignment position. Therefore, in the actual simulation, the process of FIG. 10 may be executed for each aligned position.

(S1501) The alignment result display unit 111 acquires an alignment list of the alignment position q.

(S1502) The alignment result display unit 111 substitutes the initial value "1" for the variable j.

(S1503) When the variable j is equal to or less than the alignment list length L (L is an integer of 1 or more) (S1503: YES), the alignment result display unit 111 proceeds to S1504 and finishes drawing for all passengers included in the alignment list. If (S1503: NO), this process ends.

(S1504) The alignment result display unit 111 acquires the value v stored in the jth position of the alignment list. The value v corresponds to the value i stored in the sort list in S1407 of FIG. That is, the value v is a value indicating the number of the passenger 1101 in FIG. 9 that corresponds to the jth passenger in the sort list.

(S1505) The alignment result display unit 111 determines the position where the j-th passenger at the alignment position q is drawn. The drawing position may be defined in advance or calculated by calculation. The alignment result display unit 111 may change the drawing color of the j-th passenger according to the value v. What is changed according to the value v may be other than the color, for example, the size or shape of the display. Then, the alignment result display unit 111 draws passengers at the determined position in the determined color.

(S1506) The alignment result display unit 111 adds "1" to the variable j. Then, the alignment result display unit 111 returns to the process of S1503.

By the above processing, the simulation device 2 may display a simulation execution screen as shown in FIG. 11 or FIG. 12 below, for example.

FIG. 11 shows an example of the simulation execution screen when the alignment width 202 “1” is used. The simulation execution screen may be generated by the alignment result display unit 111.

In FIG. 11, the door 504 corresponds to the boarding / alighting position A, the door 505 corresponds to the boarding / alighting position B, and the door 506 corresponds to the boarding / alighting position C. Further, the row A in front of the door 504 corresponds to the alignment position A, the row B in front of the door 505 corresponds to the alignment position B, and the row C in front of the door 506 corresponds to the alignment position C.

The colored passengers between passengers 507 and 508 depicted in column A indicate passengers aligned at alignment position A at the time of the simulation. Colorless passengers 511 depicted in column A indicate passengers scheduled to align to alignment position A after (ie, from now on) the current time.

Similarly, the colored passengers between passengers 509 and 510 depicted in column B indicate passengers that are currently aligned at alignment position B. Colorless passengers 512 drawn in column B indicate passengers who will be aligned at alignment position B after that time.

The uncolored passengers between passengers 513 and 514 depicted in row C indicate passengers who will be aligned at alignment position C after that time.

Colorless passengers may be changed to colored passengers as the simulation progresses. For example, as the simulation progresses and more passengers line up at the line-up position A, the uncolored passenger 511 may turn into a colored passenger. Similarly, if more passengers are aligned at alignment position B, the uncolored passengers 512 may turn into colored passengers. When the passengers are aligned at the alignment position C, the uncolored passenger 513 may change to a colored passenger.

The alignment result display unit 111 may display, for example, the number of passengers lined up at which alignment position in a manner that can be distinguished by the color depth of the colored passengers. In FIG. 11, the first to fourth passengers are represented by the darkest color, the fifth to eighth passengers are represented by the second darkest color, and the eighth and subsequent passengers are represented by the third darkest color. As a result, even after the simulation has progressed, it is possible to grasp at a glance which number of passengers are lined up in which alignment position.

FIG. 12 shows an example of the simulation execution screen when the alignment width 202 “2” is used.

FIG. 12 is an example of a simulation execution screen when passengers are lined up in two rows at the boarding / alighting positions A, B, and C. In the case of two rows, as shown in FIG. 12, the first passenger 601 may be lined up in the left column of the row A, and then the second passenger 602 may be lined up in the row to the right of the passenger 601.

According to this embodiment, the user of the simulation device 2 can easily simulate various patterns of alignment behavior by adjusting the alignment behavior parameters (see FIG. 7). Further, by drawing the number of passengers aligned at each alignment position and the shape of the alignment in a stepwise change, the user of the simulation device 2 can immediately confirm the adjustment result of the alignment behavior parameter. As a result, even if the user does not have a deep knowledge of the parameters related to the alignment behavior, the alignment behavior can be easily simulated.

The above-mentioned examples are examples for the purpose of explaining the present invention, and the scope of the present invention is not limited to the examples. One of ordinary skill in the art can practice the present invention in various other aspects without departing from the gist of the present invention.

2: Simulation device 101: Parameter input unit 102: Alignment behavior parameter 103: Alignment evaluation calculation unit 105: Passenger data table 106: Spatial data 109: Distance data table 111: Alignment result display unit

Claims (9)

It is a simulation device that simulates the alignment behavior of passengers in a transportation system, and has a processor and memory.
The processor
In performing a simulation in which each passenger gets on one of a plurality of entrances and exits of the transportation system in the boarding area and gets off from the entrance and exit of the transportation system in the getting-off area.
The attractiveness of each entrance / exit to the passenger is calculated based on the number of people lined up at each entrance / exit when the passenger arrives at the boarding area and the alignment shape .
A simulation device that determines the entrance / exit for the passengers to line up based on the calculated attractiveness. The boarding area has multiple entrances
The processor
Further, the simulation device according to claim 1, wherein the attractiveness of each entrance / exit to the passenger is calculated based on the access distance from the entrance to each entrance / exit of the boarding area where the passenger has arrived. The disembarkation area has multiple entrances
The processor
Further, the simulation device according to claim 2, wherein the attractiveness of each entrance / exit to the passenger is calculated based on the egress distance from the entrance / exit where the passenger gets off to the entrance where the passenger heads in the exit area. The processor
The simulation apparatus according to claim 3, wherein the simulation apparatus according to claim 3 outputs a user interface for setting a weighting value for the attractiveness of each of the aligned number of people, the access distance, and the egress distance. The processor
In outputting the process of each passenger lining up at each entrance
The simulation apparatus according to claim 1, wherein passengers aligned in the n + k (k is an integer of 0 or more) th from the n (n is an integer of 1 or more) and other passengers are output in a distinguishable manner. The transportation system is a system related to an elevator.
The entrance is the door of the elevator car,
The boarding area is an area on the boarding floor of the car.
The simulation device according to claim 1, wherein the disembarkation area is an area of the disembarkation floor of the car. The transportation system is a system related to trains.
The entrance / exit is the door of the train.
The boarding area is the area of the boarding station of the train.
The simulation device according to claim 1, wherein the disembarkation area is an area of a disembarkation station of the train. A method of simulating the alignment behavior of passengers in a transportation system.
The processor
In performing a simulation in which each passenger gets on one of a plurality of entrances and exits of the transportation system in the boarding area and gets off from the entrance and exit of the transportation system in the getting-off area.
The attractiveness of each entrance / exit to the passenger is calculated based on the number of people lined up at each entrance / exit when the passenger arrives at the boarding area and the alignment shape .
A simulation method for determining the entrance / exit where the passengers are lined up based on the calculated attractiveness. For a simulation device that simulates the alignment behavior of passengers in a transportation system
In performing a simulation in which each passenger gets on one of a plurality of entrances and exits of the transportation system in the boarding area and gets off from the entrance and exit of the transportation system in the getting-off area.
The attractiveness of each entrance / exit to the passenger is calculated based on the number of people lined up at each entrance / exit when the passenger arrives at the boarding area and the alignment shape .
A computer program for executing the determination of the entrance / exit for the passengers to line up based on the calculated attractiveness.

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