JPH10293896A - Traffic simulation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform the modeling of a state approximate to the current situation and to simulate the effects on the movement and stay of people to make an optimum traffic plan by displaying a map on a computer screen to calculate the potentials of all nodes, etc., and displaying in steps the movement rates of all routes. SOLUTION: A map is displayed on a computer screen, an optional node is numbered on the laminated layers, and the start and end points of a route are designated. All routes are designated and the value of moving path resistance, moving path charm and moving means are inputted (S1). These input value are preserved and a mobility index is calculated (S2). In a regular calculation mode, a boundary point is designated (S5) and the potential (number of moving persons per day) of the boundary point node is designated (S6). Then an inverse matrix is performed (S7), the potentials of all nodes are calculated and the moving rates of all routes are calculated (S8). These calculated moving rates are displayed in five steps and in colors (S9).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a traffic simulation system for town planning or city planning.

[0002]

2. Description of the Related Art When preparing a city traffic plan, as a technique for predicting the plan, there are several methods for predicting the amount of movement of cars, trains, buses, etc. by using a stochastic method or the concept of water inflow and outflow. Traffic planning simulation technology has been put to practical use.

[0003]

By the way, the revitalization of a city is greatly promoted by the improvement of mobility (mobility), and there is a need for a method of town development taking mobility into consideration. When planning a town development that is activated against this background, the conventional simulation technology is simply a method of predicting the movement amount of cars, trains, buses, etc. However, there is no consideration of the stagnation in administrative service facilities, shopping centers, entertainment facilities, plazas and other spaces, so that there is a problem that it is not possible to create a transportation plan that takes into account the movement and stagnation of people.

[0004] The present invention solves the above-mentioned conventional problems, and enables modeling in a state close to the current state, simulates the effect on the movement and stay of people, and optimizes traffic. It is an object of the present invention to provide a traffic simulation system capable of creating a plan.

[0005]

In order to achieve the above object, a traffic simulation system according to claim 1 displays a map on a computer screen, and displays a map on a layer superimposed on the map at a node on a road. Means for arbitrarily setting a certain node, means for setting a route between the nodes, means for specifying the route and inputting and calculating the mobility of the route, and any two or more nodes. Means for designating a boundary point, means for designating the potential of the boundary point (average number of people moving daily), means for calculating the potential of all nodes, and calculating the average daily movement rate for all routes And means for displaying the calculated movement rates of all routes in multiple stages. The invention according to claim 2 displays a map on the screen of a computer, and displays a map superimposed on the map. Means for arbitrarily setting a node which is a node on a road, means for setting a route between the nodes, means for specifying the route and inputting and calculating the ease of movement of the route. Means for designating the time change, means for inputting the staying capacity (mean stay time) of all nodes, means for designating any two or more nodes as boundary points, and time change for the boundary points. Means for designating the potential (the number of people moving) for each node, means for inputting the initial potential distribution of all nodes, calculating the potential for every time change of all nodes, and moving every route for every time change Means for calculating the rate, and means for displaying the calculated rate of movement of all routes in multiple stages. The invention according to claim 3 is characterized in that the mobility is based on the claims 1 and 2. Of the moving path Anti, characterized by calculating from the attractive and moving means moving path, The invention of claim 4, in claim 2, which. The correction value of the value obtained by dividing the ease of movement by the staying capacity is obtained by measuring the number of inflow / outflow persons at a specific place two to three times at a certain time, and furthermore, According to the invention described in claim 3, a means for automatically inputting a value when one of a plurality of moving means is selected, and a default value of a moving path resistance and a moving path attractiveness corresponding to the selected moving means. Is automatically input, and means for simulating the movement amount of each movement means or the total movement amount of all the movement means is provided.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. The traffic simulation system of the present invention simulates the distribution of the movement rate of a person in a certain area in a steady state in which a change in the moving amount over time is not considered and in a non-steady state in which a change in the moving amount over time is considered. is there. In the present invention, the distribution of the rate of movement of persons at a certain point (the number of persons moving per unit time) is calculated based on the mobility index (wheelchair, pedestrian, bicycle, car, train) of a node (a node such as a facility, space, or an intersection). Etc.) and the ease of movement due to the resistance of the moving route and the attractiveness of the moving path. The symbols used in the calculation formula of the simulation are defined as follows.

C _ij : mobility index ( _movability ), C _ij = f (R,
F, α) i, j, k: node (facility, space or node such as intersection)
Number R: Attribute of mobility index, resistance of moving path F: Attribute of mobility index, attractiveness of moving path α: Attribute of mobility index, means of transportation Q _ij : Rate of movement of people between nodes _ij (person / hr), per unit time mobile number theta _i: node _i potential at the point (moving persons of average daily) Shiro _i: retention capacity (retention mean time) of the node _i point Delta] t: time variation where movement path resistance (R) is As shown in FIG. 1, it is determined in consideration of poor environment, lack of walking space, stairs / steps / hills, and pavement conditions of sidewalks. As shown in FIG. , Considering the enhancement of walking space, enhancement of road-related facilities, and enhancement of disaster prevention functions. The moving means (α) is set based on, for example, FIG. In addition, the potential at the node _i point (average number of people moving daily) θ
_i and the staying capacity at node _i (average staying time) Cρ
_i is set based on, for example, FIG.

The movement rate Q _ij between each node (i = 1 to n, j
= 1 to n), the mobility index C _ij of the route between the nodes
(I = 1 to n, j = 1 to n), the mobility Q _ij is defined as follows from the potentials θ _i and θ _j of the node and the mobility index C _ij (energy potential second order partial differential equation Is the basic theory).

[0009]

(Equation 1)

The mobility index C _ij is obtained by analyzing the survey results of “difficulty of walking for mobility evaluation” in FIG. 1 and “attraction of walking space for mobility evaluation” in FIG. Road resistance (R), travel road attractiveness (F), and travel means (α) are defined as follows. In performing the simulation, it is assumed that all values of the mobility index C _ij are known.

[0011]

(Equation 2)

First, a description will be given of the calculation of the transfer rate in the steady state where the change in the movement amount due to the passage of time is not taken into account (that is, the daily average). The movement rate balance of a person at a certain node (x point: θ _x is unknown) is expressed by the following relational expression in a steady state.

[0013]

(Equation 3)

Therefore, the equation (3) becomes as follows from the equation (1).

[0015]

(Equation 4)

At this time, the following expression can be obtained by expressing Expression (4) in a matrix as relational expressions at all nodes.
Here, C _xx = 0 and C _kx = C _xk .

[0017]

(Equation 5)

Now, assuming that the potential θ of any two nodes is given as a boundary condition, when the θ of all the remaining nodes is obtained, the following relational expression is established. First, for simplicity, assume that θ ₁ and θ ₂ are known as boundary conditions,
θ _{3 to} θ _n are unknown.

[0019]

(Equation 6)

The matrix on the left side is (A), and the matrix on the right side is (B)
[Theta] _{3 to} [theta] _n are obtained as follows.

[0021]

(Equation 7)

Next, assuming that θ _x and θ _y at any two points are known, the equation (5) is expanded, and the equation (A)
The matrix corresponding to (B) is represented as follows. However, 1
≦ x <y ≦ n.

[0023]

(Equation 8)

From the above, all the θs are calculated from the boundary conditions θ _x and θ _y , and the movement rate of each route is obtained from the equation (1).

Next, the calculation of the transfer rate in the case of an unsteady state in which a change in the movement amount with the passage of time is considered will be described.
Assuming that the easiness of a person staying at a certain node (point x: the accommodation capacity θ _x and the accommodation capacity tθ _x after t hours is unknown) is Cρ _x , the balance of the movement amount of the person to that node is unsteady. In consideration of the state, that is, the movement amount tQ after the time t, it is expressed by the following relational expression (by the crank-Nicholson central difference method).

[0026]

(Equation 9)

Therefore, the equation (9) becomes as follows from the equation (1).

[0028]

(Equation 10)

At this time, when the equation (10) is expressed by a matrix as a relational expression at all nodes, the following is obtained. Here, C _xx = 0 and C _kx = C _xk .

[0030]

[Equation 11]

Now, assuming that θ _{1 to} θ _n and tθ of any two nodes are given as boundary conditions, tθ of all remaining nodes is obtained. As in the case of the steady state, for simplicity, tθ ₁ and tθ ₂ are known. At this time, if the matrices of the hatched portion in the expression (11) are (A ') and (B'), the following relational expression is established.

[0032]

(Equation 12)

From the above, from the boundary condition, all the tθ
Is calculated, and the movement rate of each route after time t is obtained.

Next, the flow of processing in the traffic simulation system of the present invention will be described with reference to FIGS. First, in step s1, an object (object) on a GIS (commercially available geographic information system) is defined.

This is done by selecting a region on the CRT screen of the computer, displaying the GIS, and displaying an arbitrary node (facility, space, node such as intersection, etc.) ) Numbering. Next, when the start point and the end point of the route are designated, the route is recognized and displayed. For example, as shown in FIG. 8, when nodes 1 and 13 are clicked, a red line is connected between them, and nodes 2 and 13 are connected.
When 3 and 4 are continuously clicked, a red line is connected between them, and the position of node 3 disappears, and a new number is assigned to node 4 and thereafter. When routes are designated for all nodes, the routes shown in FIG. 9 are recognized and displayed. Next, when each route is designated (for example, clicking between nodes 3 and 7), the route is displayed in blue, and the values of the travel path resistance (R), the travel path attractiveness (F), and the travel means (α) are input. Becomes possible. When all the R, F, and α values are input, the route is displayed in blue, and the end of the input can be confirmed. The input R, F, and α values are stored in step s2, where the mobility index C _ij is calculated.

In step s3, the distribution of the R, F, and α values input on the GIS and the calculated _Cij distribution are displayed in five colors, and can be confirmed on the screen. Next, in step s3, calculation of stationary or non-stationary is selected. In the case of stationary calculation, a boundary point (arbitrary two or more nodes, for example, nodes 1 and 7) is specified in step s5, and in step s6. The potential of the boundary point node (average number of people moving daily) θ is designated, the inverse matrix is calculated by the formula (8) in step s7, the potential θ of all nodes is calculated in step s8, and the movement rate of all routes is calculated. Q _ij is calculated, and in step s9, the calculated total route movement rate is displayed in five colors.

When the potential θ of the boundary point node and the boundary point have been changed (steps s10 and s11), the process returns to step s5, where a new total route movement rate is calculated and displayed in five colors. When a new route such as a bypass is added, the start point and the end point of the new route are specified in steps s13 and 14, and the R and F values are input. The process returns to step s1. Return to s1.

When the non-stationary calculation is selected in step s4, the process proceeds to step s21 in FIG.
(For example, 30 minutes), the maximum time tmax is input, a boundary point (arbitrary two or more nodes) is specified, the potential of the boundary point node (the number of moving persons per time change) θ, the initial potential distribution of all nodes Is input, and the retention capacities Cρ of all the nodes are inputted. If necessary, the numbers 15, 16 and 17 of the facilities (retention places) are added as shown in FIG. I do. Δ entered
t, tmax, boundary potential θ, and initial potential distribution are saved in step s22.

In step s23, the distribution of Cρ input on the GIS is displayed in five colors and can be confirmed on the screen. Next, in step s24, t = 0 is input, and GI
On S, the total route movement rate is displayed in five colors. Steps
At 25, the inverse matrix is calculated by the equation (12), at step s26, the potentials θ of all nodes are calculated, and the movement rates Q _ij of all routes are calculated. At step s27, t = t +
Δt is input, and the total route movement rate is displayed in five colors on the GIS. At step s28, t <tmax is determined, and tma
In steps s26 and 27 until x is reached, the potentials θ of all the nodes after the elapse of Δt are calculated, the movement rates Q _ij of all the routes are calculated, and the total route movement rates are displayed in five colors on the GIS.

When a new route such as a bypass is added, the start point and the end point of the new route are specified in steps s33 and 34, and the R and F values are inputted. The flow returns to step s1 in FIG. 5, and the moving means α is changed. The process also returns to step s1. When the residence capacity Cρ of the facility is changed, the process returns to step s21.

Next, a description will be given of an improved example of the calculation of the transfer rate in the unsteady state in which the change in the movement amount with the passage of time in the above embodiment is considered. When considering the accuracy of the parameters, the expression (Equation 10) is expanded to summarize the parameters C _ij and C ρ _i , as follows: C _ij / C ρ _i which is a value obtained by dividing the mobility index by the retention capacity as follows.
And the accuracy of this parameter becomes a problem. In the above embodiment, this value is determined uniformly, and it is not possible to estimate a parameter in consideration of characteristics at a specific place, and it is difficult to perform a highly accurate simulation.

[0042]

(Equation 13)

Here, assuming that C _ij / C ρ _i = a and the correction value of this parameter is P, the crank-Nicholson-type central difference equation of the second order partial differential equation is as follows.
Here, Δt indicates the time interval, Θ indicates the number of people, _t Θ indicates the number of people after Δt, and i, j, and k indicate the respective places.

[0044]

[Equation 14]

The expression (14) is obtained by calculating the time t ₀ and Δt
By measuring the number of people at the points i, j, and k twice at the later time t ₁ , the aP value can be calculated, and the value of a is uniformly determined. As a result, the correction value P is obtained. It is shown that.

Also, compared to the equation (14), the equation (15) to which the following spline function interpolation equation is applied is given by the following equation (1).
It is known that the expression is more accurate than the expression 4).

[0047]

(Equation 15)

The equation (15) is obtained by calculating the time t ₀ and Δt
By measuring the number of people at i, j, and k points three times at the later time t ₁ and at time t ₂ after Δt, the aP value can be calculated, and the value of a is determined uniformly. , The correction value P is obtained. In the present improved example, by simply measuring the number of inflow / outflow persons two or three times at a specific place at a certain time, simple and accurate parameter correction can be performed.

Next, another embodiment of the present invention will be described with reference to FIG. In the above embodiment, the attribute value of the moving path is calculated for each attribute of the moving means α to simulate the moving amount. However, in the present embodiment, the wheelchair, the healthy pedestrian, the bicycle, the bus, the train This is an example in which the moving amounts of the simulation results by the respective moving means are summed up and displayed. Although this simulation is based on the second-order partial differential equation, the focus is on the fact that the amount of movement as a result can be combined because the principle of superposition can be applied. However, when using this method, it is necessary to input the attribute value of the route for each of various means of transportation, and it takes a lot of time. I have.

At the same time when the moving means α is selected in the moving means selection menu, α is automatically inputted to each route. The default values (average values, for example, see FIG. 11) of the traveling path resistance R and the traveling path attractiveness F of the route corresponding to the selected traveling means α are automatically input to each route. The attribute values (α, R, F) of each route are changed as needed. A different moving means α is selected by the following procedure. The amount of movement for each moving means is simulated. Simulate the total amount of movement for all means of transportation.

According to the present embodiment, not only the movement amount simulation for a certain movement means but also both the partial movement amount simulation and the total movement amount simulation in consideration of the relationship with other movement means. Becomes possible. In addition, since the simulation can be performed by further decomposing the attribute value of the moving means, various moving subjects can be considered, and a simulation closer to the current state can be realized.

Although the embodiment of the present invention has been described above, the present invention is not limited to this, and various modifications can be made. For example, in the above embodiment, the movement rate is displayed in five stages of colors, but the number of colors is not limited to this, and the movement ratio may be displayed in multiple stages depending on the thickness of the line. Good.

[0053]

As is apparent from the above description, according to the present invention, it is possible to perform modeling in a state close to the current state, and to collect and disperse under a location such as a transportation network, commerce, and public facilities in an urban area. It is possible to simulate the number of people, the amount of change thereof, the staying time, etc., and to create an optimal traffic plan. As a result, the current situation of intra-regional traffic is grasped,
Planning of facility location, evacuation planning technology from the viewpoint of daily activities,
It can be applied to citizen participation type town development planning technology.

In the present invention, since only areas suitable for the purpose are networked on the existing map software, the creation of map data is easy, and the attributes of moving routes and facilities are converted into unified numerical data. Therefore, the labor of input can be minimized.

[Brief description of the drawings]

FIG. 1 is a diagram for explaining a moving path resistance in the present invention.

FIG. 2 is a diagram for explaining the attractiveness of a moving route according to the present invention.

FIG. 3 is a diagram showing setting values of a moving means in the present invention.

FIG. 4 is a diagram showing set values of a potential and a retention capacity at a node point in the present invention.

FIG. 5 is a diagram for explaining a processing flow in the traffic simulation system of the present invention.

FIG. 6 is a diagram for explaining a processing flow following FIG. 5;

FIG. 7 is a diagram for explaining the processing in FIG. 5;

FIG. 8 is a diagram for explaining the processing in FIG. 5;

FIG. 9 is a diagram for explaining the processing in FIG. 5;

FIG. 10 is a diagram for explaining the processing in FIG. 6;

FIG. 11 is a diagram for explaining another embodiment of the present invention.

Claims (5)

[Claims] 1. A means for displaying a map on a computer screen, arbitrarily setting nodes which are nodes on a road on a layer superimposed on the map, and means for setting a route between the nodes. Means for designating the route and inputting and calculating the ease of movement of the route; means for designating any two or more nodes as boundary points; potential of the boundary points (average number of people moving daily) Means for calculating the potential of all nodes, means for calculating the daily average movement rate of all routes, and means for displaying the calculated movement rates of all routes in multiple stages. Features a traffic simulation system. 2. A means for displaying a map on a computer screen, arbitrarily setting a node which is a node on a road on a layer superimposed on the map, and a means for setting a route between the nodes. A means for designating the route and inputting and calculating the mobility of the route, a means for designating the amount of change over time, and a means for entering the staying capacity (meaning stay time) of all nodes. Means for specifying one or more nodes as boundary points; means for specifying the potential (the number of people moving) for each time change of the boundary points; means for inputting the initial potential distribution of all nodes; A traffic, comprising: means for calculating a potential for each time change, calculating a movement rate for each time change of all routes, and means for displaying the calculated movement rates of all routes in multiple stages. Sim Activation system. 3. The traffic simulation system according to claim 1, wherein said ease of movement is calculated from resistance of the movement path, attractiveness of the movement path and means of movement. 4. A correction value of a value obtained by dividing the ease of movement by the staying capacity is obtained by measuring the number of inflow / outflow persons at a specific place two to three times at a certain time. The traffic simulation system according to claim 2. 5. A means for automatically inputting a value when one of a plurality of moving means is selected, and a default value of a moving path resistance and a moving path attractiveness corresponding to the selected moving means are automatically inputted. 4. The traffic simulation system according to claim 3, further comprising means for simulating the movement amount of each of the movement means or a total movement amount of all the movement means.