JP2011116300A - Method, program and device for preparing train diagram - Google Patents

Abstract

The present invention provides a new train diagram creation method capable of correcting a train diagram taking into account the evaluation of the train diagram.
The arrival and departure times are changed by a minute time Δt at each of a start point (departure side) 12 and an end point (end side) 14 of a fragment line 10 obtained by dividing a train line constituting a train diagram between arrival and departure stations. The virtual force F corresponding to the change ΔU of the invalid value U is applied, and the departure and arrival times are changed (adjusted) according to the applied virtual force F and virtual mass M.
[Selection] Figure 3

Description

  The present invention relates to a method for creating a train diagram and the like.

  Research has been done to automatically create train diagrams by computer. For example, Patent Document 1 repeatedly performs diamond correction and a kind of evaluation process for calculating a passenger cost that is an invalid value for all passengers and a travel cost when a railway operator operates the diamond. A method is described in which the diamond with the lowest total cost is determined as the output solution.

JP 2007-237948 A

  However, as disclosed in Patent Document 1, a conventional train diagram creation method is generally a method of separately performing correction of a train diagram and evaluation of the corrected train diagram. In other words, when the train schedule is corrected, it is not a correction that takes into consideration how much the correction affects the evaluation.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a new train diagram creation method capable of correcting a train diagram that takes into consideration the evaluation of the train diagram. That is.

The first form for solving the above-mentioned problem is:
A data group of fragment lines (for example, fragment line group data 550 in FIG. 13) obtained by disassembling the train lines constituting the train diagram between the arrival and departure stations, and passengers in which the appearance time, appearance station, and destination station of each passenger are determined. A train schedule creation method for a computer system (eg, train schedule creation device 1 in FIG. 11) to create a train schedule using data (eg, passenger DB 530 in FIG. 14),
Based on the passenger data, the boarding route of each passenger is selected from the fragment lines using an invalid value according to the boarding time and the degree of congestion when the passenger rides the fragment line at least. Boarding route line selection step (for example, step A5 in FIG. 16) to be determined,
For each fragment line, an invalid value is calculated according to at least the boarding time and the degree of congestion of each passenger who rides on the fragment line, and an invalid value calculation step for calculating a total invalid value for the fragment line (for example, Step A7) in FIG.
For each of the fragment lines, based on the total invalidity value for the fragment line, a virtual force for adjusting each of the fragment stripe origination time and arrival time in order to reduce the total invalidity value, A virtual force setting step (for example, step A15 in FIG. 16) for setting the start point and end point of the streak;
An adjusting step (for example, steps A17 to A19 in FIG. 16) for adjusting each of the fragment lines based on the set virtual force;
And repeatedly executing the boarding route line selection step, the invalid value calculation step, the virtual force setting step and the adjustment step until a predetermined end condition is satisfied, and based on the fragment stripe finally obtained The present invention relates to a train diagram creation method for creating a new train diagram.

As another form,
Fragment line data storage means for storing a data line of fragment lines obtained by disassembling train lines constituting the train diagram between arrival and departure stations,
Passenger data storage means for storing passenger data in which each passenger's appearance time, appearance station and destination station are determined;
Based on the passenger data, the boarding route of each passenger is selected from the fragment lines using an invalid value according to the boarding time and the degree of congestion when the passenger rides the fragment line at least. Boarding route streak selection means to determine,
For each of the fragment lines, at least an invalid value according to the boarding time and the degree of congestion of each passenger who rides the fragment line, and an invalid value calculation means for calculating a total invalid value for the fragment line,
For each of the fragment lines, based on the total invalidity value for the fragment line, a virtual force for adjusting each of the fragment stripe origination time and arrival time in order to reduce the total invalidity value, Virtual force setting means for setting the start point and end point of the stripe,
Adjusting means for adjusting each of the fragment lines based on the set virtual force;
The boarding route streak selecting means, the invalid value calculating means, the virtual force setting means and the adjusting means are repeatedly functioned until a predetermined end condition is satisfied, and a new one is obtained based on the finally obtained fragment streaks. Train schedule creation means for creating train schedules;
It is good also as comprising the train diagram preparation apparatus provided with.

  According to this first form and the like, virtual forces are set at the start and end points of the fragment lines obtained by disassembling the train lines constituting the train diagram between the arrival and departure stations, and the fragment lines are based on the virtual forces. Is adjusted. The virtual force is set so as to reduce the total invalidity value for the fragment line. For example, the direction in which the total invalidity value is reduced (for example, delayed / accelerated) is determined as the direction of the virtual force, and the magnitude according to the degree of the total invalidity value (for example, 1 minute) as the magnitude of the virtual force Can be determined. Therefore, it can be said that the adjustment (correction) of fragment lines based on virtual force is directly related to the improvement of the total invalidity value (evaluation), and a completely new train schedule creation that is different from the conventional train schedule creation method. A method can be realized.

As a second form, in the first form,
The invalidity value calculating step further calculates an invalid value corresponding to each waiting time and / or transfer time of each passenger who rides on the fragment line, and calculates the total invalid value. Is the step to
It is good also as comprising the train schedule creation method.

  According to the second embodiment, as an invalid value for the fragment stripe, in addition to the invalid value corresponding to the boarding time and congestion degree for getting on the fragment stripe, the waiting time for getting on the fragment stripe, The invalid value related to the transfer time is calculated. For this reason, by combining various evaluation indexes of passengers for trains, it becomes possible to calculate invalid values according to more realistic passenger demands, and consequently more in line with actual passenger demands. It is possible to adjust fragment lines (virtual force setting).

As a third form, in the first or second form,
The invalidity value calculating step includes a restriction violation invalidity value (for example, the “constraint invalidity value Uc in the embodiment”) for a fragmentary line that violates a predetermined restriction on train schedule creation among the fragmentary stripes. It is good also as comprising the train diagram preparation method which is a step which includes the restriction invalid use value setting step which sets ")", and is a step which calculates the total invalid use value including the restriction violation use invalid value.

  According to the third aspect, for example, an invalid value for a column constraint violation that causes a problem in train operation such as securing a minimum operation interval and a turnaround time is calculated as one of the invalid values for fragment lines. For this reason, the effect which suppresses adjustment (fragment setting of virtual force) of the fragment streak which becomes a constraint violation is acquired.

As a fourth form, in any one of the first to third forms,
Among the fragment lines, further includes an unadjustable train line setting step for setting a fragment line related to the train that cannot be adjusted,
The adjustment step is a step of performing the adjustment except for the fragment streak set by the non-adjustable train streak setting step.
It is good also as comprising the train schedule creation method.

  According to this 4th form, it becomes possible to set the fragment stripe which concerns on the train which cannot be adjusted. For example, with respect to a regular train that wants to arrive and depart on a regular basis, the adjustment of the fragment streaks related to the train is suppressed by setting the adjustment impossible.

As a fifth form, in any one of the first to fourth forms,
Each of the fragment lines further includes a virtual mass setting step (for example, step A1 in FIG. 16) for setting a virtual mass that represents the allowable degree of the adjustment with respect to the fragment lines.
The adjustment step is a step of adjusting the fragment line using the set virtual force and the virtual mass set to the fragment line.
It is good also as comprising the train schedule creation method.

  According to the fifth embodiment, the degree of allowing the fluctuation adjustment of the arrival / departure time can be set in the fragment stripe. The allowable degree of adjustment is set as the virtual mass of the fragment line, and the fragment line is adjusted based on the virtual mass and the virtual force. Therefore, for example, by changing the tolerance depending on the type of train such as each station stop or express train, setting the virtual mass of the fragment streaks related to the train that increases the tolerance, the fragment streaks relating to the train that reduces the tolerance By setting the virtual mass to be large, adjustment according to hope is promoted.

As a sixth form, in the fifth form,
The adjustment step includes
A virtual speed calculating step (for example, step A21 in FIG. 16) for calculating a virtual speed acting at each of the start point and the end point of the fragment streak using the virtual force and the virtual mass set to the fragment streak. )When,
An adjustment amount determining step (for example, step A17 in FIG. 16) for determining an adjustment amount for adjusting the time of arrival and arrival of the fragment line using the calculated virtual speed;
including,
It is good also as comprising the train schedule creation method.

  According to the sixth aspect, using the virtual force and virtual mass set for the fragment streak, the virtual speeds acting on the start point and the end point of the fragment streak are calculated, and this calculated virtual The amount of adjustment for adjusting the departure time and arrival time of the fragment streak is determined using a typical speed.

As a seventh form, in the sixth form,
The adjustment amount determining step attenuates the virtual speed using a given virtual attenuation coefficient (for example, “virtual attenuation coefficient γ” in the embodiment), and based on the attenuated virtual speed. , Determining the adjustment amount.
It is good also as comprising the train schedule creation method.

  According to the seventh embodiment, the adjustment amount for adjusting the fragment stripe origination time and arrival time is determined based on a virtual speed attenuated by using a given virtual attenuation coefficient.

As an eighth form, in any one of the first to seventh forms,
Based on the passenger data, for each station, every time the total number of passengers to be output to the station and passengers who have been on the fragment lines arriving at the station reaches a predetermined number, fragments from the station to the next station The train diagram creation method further includes an initial data generation step (for example, step A1 in FIG. 16) for generating an initial data group of the fragment streaks by performing a time series simulation process for newly setting a streak. It is good as well.

  According to the eighth embodiment, the initial data group of the fragment lines is generated based on the passenger data in which the appearance time, the appearance station, and the destination station of each passenger are determined. Specifically, every time the total number of passengers appearing or arriving at each station reaches a predetermined number, a process of newly setting a fragment stripe from the station to the next station is executed in time series to perform initial data. A group is generated. Accordingly, it is possible to generate initial data that is recognized as having a certain validity as a train schedule based on the statistical demand of passenger data.

  Of course, it is also possible to configure a program for the computer system to execute the above-described first to eighth train schedule creation methods.

Explanatory drawing of a fragment stripe group. Explanatory drawing of the production | generation of the initial data of a fragment stripe group. Explanatory drawing of the virtual force F made to act on each fragment stripe. Explanatory drawing of the invalid value U of a fragment stripe. Explanatory drawing of the change of the invalid value U of a fragment stripe. Explanatory drawing of the virtual force F made to act on a fragment stripe. Explanatory drawing of the movement of the fragment stripe by the effect | action of the virtual force F. FIG. Explanatory drawing of the adjustment amount of a fragment stripe. Explanatory drawing of passenger's boarding route selection with respect to a fragment stripe group. Explanatory drawing of the passenger's invalid value Up with respect to a boarding route. The functional block diagram of a train schedule creation apparatus. The data structural example of a passenger appearance probability table. An example of the data structure of data in a fragment line group. Data configuration example of passenger DB. The data structural example of provisional fragment stripe group data. The flowchart of a train schedule creation process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[principle]
First, the principle of train diagram creation in this embodiment will be described. In the present embodiment, a train diagram that satisfies a predetermined evaluation criterion is created by modeling as an optimization problem with an invalid function as an objective function, with a fragment line obtained by dividing a train line between departure and arrival stations as a unit.

  Specifically, first, initial data of a fragment streak group is generated. Fragment lines are obtained by dividing train lines constituting a train diagram between stations. FIG. 1 shows an example of a fragment streak group. In FIG. 1, a segment line group is a segment between A station, B station, and C station, and fragment lines 10-1, 10-2, and B station, where A station is the departure station and B station is the arrival station. A case is shown in which it is composed of a total of four fragment stripes 10 of the fragment stripes 10-3 and 10-4 having the departure station and the C station as the arrival station. The fragment line 10 has, as variables, a departure time at the start point (originating side) 12 and an arrival time at the end point (arrival side) 14.

  As a method of generating the initial data of the fragment line group, there are a method of using an existing train diagram, a method of newly generating from the appearance probability data of passengers, and the like. In the method using an existing train diagram, a segment line group is generated by dividing each train line constituting the existing train diagram between stations. In the new generation method, a fragment streak group is generated by sequentially generating fragment stripes 10 according to the number of passengers.

  FIG. 2 is a diagram illustrating an example of a method for generating fragment streaks based on passenger appearance probability data. In FIG. 2, the case where A station-C station is made into object is shown. As shown in FIG. 2, at each station, every time the number of passengers generated at the station determined from the appearance probability ρ of the passenger reaches a predetermined number Ρ, a fragment line 10 on which these passengers get on is generated. That is, for the first station A, the first fragment streak 10 from the station A to the station B is generated at the time t1 when the number of passengers appearing from the time t0 reaches a predetermined number of people. At time t2 when the number of appearing passengers from t1 reaches the predetermined number Ρ, a second fragment streak 10 from A station to B station is generated. In addition, for the next B station, every time the total number of passengers appearing at B station and the number of passengers arriving on the train arriving at B station reaches the predetermined number Ρ, one train from B station to C station. A fragment streak 10 is generated.

  Next, the generated fragment streak group is modeled by applying a mechanical model in which each fragment streak 10 is regarded as a dynamic object, and each fragment streak 10 is adjusted (changed). Specifically, as shown in FIG. 3, the start point 12 and the end point 14 of each fragment line 10 are regarded as one object, and the virtual force based on the invalidity value U of the corresponding fragment line 10 is applied to each object. By applying F, the arrival and departure times of each fragment line 10 are adjusted.

つまり、仮想力Ｆは、断片スジ１０の発着時刻を微小時間Δｔだけ変化させたときの、該断片スジ１０の不効用値Ｕの変化ΔＵとして与えられる。なお、微小時間Δｔは固定値であり、求められる計算の精度等により決定される。 The virtual force F acts to reduce the invalid value U of the fragment line 10 and is defined by the following equation (1).

That is, the virtual force F is given as a change ΔU of the invalid value U of the fragment streak 10 when the arrival and departure time of the fragment streak 10 is changed by the minute time Δt. Note that the minute time Δt is a fixed value and is determined by the accuracy of calculation to be obtained.

式（２）において、「Ｕｐ」は、該断片スジ１０を乗車経路として選択した旅客ｐの不効用値であり、「Ｕｃ」は制約不効用値である。つまり、ある断片スジ１０の不効用値Ｕは、該断片スジ１０を乗車経路として選択した各旅客ｐの不効用値Ｕｐの総和と、列車ダイヤの制約に関する不効用値Ｕｃとの和となる。 FIG. 4 is a diagram illustrating the invalid value U of the fragment line 10. The invalidity value U of the fragment line 10 is given by the following equation (2).

In Expression (2), “Up” is an invalid value of the passenger p who has selected the fragment line 10 as a boarding route, and “Uc” is a constraint invalid value. That is, the invalid value U of a fragment line 10 is the sum of the sum of the invalid values Up of the passengers p that have selected the fragment line 10 as a boarding route and the invalid value Uc related to train schedule restrictions.

式（３）において、「Ｕｒ」は乗車不効用値であり、「Ｕｗ」は待ち不効用値であり、「Ｕｔ」は乗換不効用値である。 Here, the passenger invalidity value Up for one passenger for a certain fragment line 10 is given by the following equation (3).

In Expression (3), “Ur” is a boarding invalid value, “Uw” is a waiting invalid value, and “Ut” is a transit invalid value.

  The boarding invalidation is an invalidation related to the boarding of the train, and is determined by the boarding time of the train (traveling time between stations) and the degree of congestion of the train. Here, it depends on the boarding time (traveling time between the corresponding stations) tr of the target fragment line 10a, the degree of congestion (boarding rate) cr, and the like.

  The waiting invalidity is an invalidity related to waiting for a train to be boarded. Specifically, the waiting invalidity is determined by a waiting time from the time when an appearing passenger appears until the first passenger gets on the train. Here, when the target fragment line 10a is the first fragment line in the passenger's boarding route, it is determined according to the time tw from the appearance time of the passenger to the departure time of the target fragment line 10a.

  The transfer invalidation is an invalidity related to train transfer, and is specifically determined by the train transfer time at the station. Here, the start point 12 of the target fragment line 10a is determined according to the time tt from the arrival time of the previous fragment line 10b to the departure time of the target fragment line 10a on the passenger's boarding route, and the end point of the fragment line 10a. 14, the time tt from the arrival time of the fragment line 10a to the departure time of the next fragment line 10c on the passenger's boarding route is determined.

That is, Expression (2) becomes the following Expression (4).

  Further, the constraint invalidation is an invalidity related to constraints on train schedule creation. As a constraint condition, for example, there is a minimum operation time interval (the time interval from the departure time of a train at a certain station to the arrival time of the next train is a predetermined time or more). The constraint invalidation value Uc is “Uc≈0” if the constraint condition is satisfied, and “Uc → ∞” if the constraint condition is not satisfied.

式（５）において、「ｍ」は定数であり、例えば、１００〜１０００程度の大きな値である。また、「ｓ」は、不等式制約条件に対するスラック変数であり、制約条件を満たす場合には正値、違反している場合には負値となる。 The value set as the constraint invalidation value Uc may be a fixed value (0 or the maximum value in numerical calculation). Alternatively, the constraint invalidation value Uc may be given by the following equation (5).

In Expression (5), “m” is a constant, for example, a large value of about 100 to 1000. “S” is a slack variable for the inequality constraint condition, and is a positive value when the constraint condition is satisfied, and a negative value when the constraint condition is violated.

  FIG. 5 is a diagram illustrating a change in the invalid value U of the fragment line 10. In FIG. 5, the case where four fragment stripes 10-1 to 10-4 between the A station and the C station are targeted is illustrated. First, the arrival and departure times t of the fragment lines 10-1 to 10-4 are delayed by a predetermined minute time Δt, respectively. The fragment streak after being delayed by the minute time Δt is referred to as “provisional fragment streak 20”, and is indicated by a dotted line in FIG. Next, a change ΔU of the invalid value U for each of the start point 12 and the end point 14 of each fragment line 10 is calculated, and a virtual force F corresponding to the change ΔU is applied.

  FIG. 6 is a diagram illustrating the virtual force F that acts on the fragment line 10. FIG. 6 shows a case where attention is paid to the start point 12 of a fragment line 10. As shown in FIG. 6, the difference between the invalid value U1 of the fragment line 10 and the invalid value U2 of the provisional fragment line 20 is the change ΔU in the invalid value U when the fragment line 10 is delayed by a minute time Δt. (= U2-U1).

  The magnitude of the change ΔU of the invalid value U is the magnitude of the virtual force F acting on the starting point 12 of the fragment line 10. Further, the direction of the virtual force F is a direction in which the invalid value U is reduced, and is determined by the magnitude of the change ΔU of the invalid value U, that is, the magnitude relationship between the invalid values U1 and U2. That is, when the change ΔU of the invalid value U is “positive value”, that is, when U2> U1, the virtual force F acts in a direction to advance the departure and arrival time, and the change ΔU of the invalid value U is “negative value”. That is, when U2 <U1, the virtual force F acts in the direction of delaying the arrival and departure times.

Then, the start point 12 and the end point 14 of the fragment line 10 are “moved” like an “object” having mass by the action of the virtual force F. FIG. 7 is a diagram for explaining the movement of the fragment line 10 due to the action of the virtual force F. FIG. 7 shows a case where attention is paid to the start point 12 of a certain fragment line 10. As shown in FIG. 7, at a certain time t1, the start point 12, along with the virtual force F ₁ acts, for converging the movement of the start point 12, the speed v ₁ and the damping force is a force opposite to R1 (= Γ × v ₁ ) acts. “Γ” is a virtual damping coefficient determined at the start point 12 and is a constant for adjusting the magnitude of the damping force R, that is, the ease of convergence of the motion. The virtual attenuation coefficient γ may be a function including variables such as the total invalidity value U. In the case of a function, at a given time, the smaller the value of the total invalid value U that is a variable, the faster the value of the virtual damping coefficient γ at that moment increases, that is, the movement tends to converge in the vicinity. Mathematical formulas, for example
γ (U) = γ ₀ · U ^−γ1
Is given as a function definition.

式（６）において、「Ｍ」は、始点１２に定められた仮想質量であり、断片スジ１０の発着時刻の変更のし易さを決める定数である。具体的には、例えば、始発駅の発時刻が固定されている特定の特急列車や、ダイヤ乱れ時の運転整理などリアルタイムにダイヤを作成又は修正してゆく場合における現在時刻以前の断片スジなど、発着時刻を変更させたくない断片スジについては、その仮想質量Ｍの値を無限大に近い極めて大きな値とすることで、発着時刻を変更させないようにすることができる。この運動方程式（６）から、次の時刻ｔ２における加速度α_２が算出される。 If the velocity v of the starting point 12 at time t1 is “v ₁ ” and the acceleration α at the starting point 12 at time t2 after a lapse of a minute time Δt from time t1 is “α ₂ ”, the equation of motion for the starting point 12 is obtained. Is given by the following equation (6).

In Expression (6), “M” is a virtual mass determined at the start point 12 and is a constant that determines the ease of changing the arrival and departure times of the fragment stripe 10. Specifically, for example, a specific express train where the departure time of the first departure station is fixed, a fragment line before the current time when creating or correcting a diagram in real time such as operation arrangement at the time of diamond disturbance, etc. For fragment stripes for which the departure / arrival time is not to be changed, the departure / arrival time can be prevented from being changed by setting the value of the virtual mass M to an extremely large value close to infinity. This equation of motion (6), the acceleration alpha ₂ is calculated at the next time t2.

The speed _{v 2} at time t2, the acceleration alpha at time t1 and "alpha _1" is given by the following equation (7).

Then, from the movement of the starting point 12 based on such virtual force F, the adjustment amount (change time) Δw of the departure and arrival time t of the starting point 12 is determined as follows. FIG. 8 is a diagram for explaining a change in the arrival / departure time of a fragment line 10 and shows a case where attention is paid to the start point 12 of a certain fragment line 10. As shown in FIG. 8, when the speed v at a certain time t1 is “v ₁ ”, the adjustment amount (change time) Δw of the departure and arrival time t at the time t1 is given by the following equation (8).

  Here, selection of the passenger's boarding route for the fragment line group will be described. The same applies to the provisional fragment streak group. FIG. 9 is a diagram for explaining route selection by a passenger. FIG. 9 shows a case where a passenger whose target station is A station and whose destination station is C station is targeted. Between the A station that is the appearing station and the C station that is the target station, there are four fragment lines 10-1 to 10-4 as the fragment lines 10 that can be selected by the passenger who appears at the A station.

  The boarding route selected by the passenger can be solved as the shortest route problem. Specifically, the invalid value Up is the smallest among the routes from the station where the passenger appears to the destination station (a set of fragment lines 10). The route is selected as the passenger's boarding route. In the case of FIG. 9, there are three boarding routes (that is, a combination of fragment lines 10-1 → 10-3, fragment lines 10-1 → 10-4, fragment lines 10-2 → 10-4).

  Here, the invalid value Up for the boarding route is given as follows. FIG. 10 is a diagram for explaining the passenger's invalid value Up for the boarding route. FIG. 10 shows a case where fragment lines 10-1 → 10-3 are selected as a route from the A station to the C station. The invalid value Up of the passenger p for the boarding route from the appearing station to the destination station is given by Expression (3).

  The boarding invalidity value Ur is a sum Tr of the boarding times of each train (traveling time between stations) related to the boarding route of the target passenger, and an average of the boarding rate (congestion degree) of each fragment line 10 related to the boarding route. It depends on the value Cr and the like. The waiting invalidity value Uw depends on the time from the appearance of the target passenger to the departure time of the first boarding train (that is, the time from the appearance time of the passenger to the departure time of the first fragment streak 10) Tw, etc. Determined. The transfer invalidity value Ut is the sum of the transfer time of each train and the stop time of the train at each station related to the target passenger's boarding route (that is, the departure time of the fragment line 10 to be boarded next from the arrival time of the fragment line 10) It is determined according to the total sum of time to Tt) and the standard number of steps required for transfer at the station.

[Constitution]
FIG. 11 is a configuration diagram of the train diagram creation device 1 in the present embodiment. As shown in FIG. 11, the train diagram creation device 1 is realized as a computer system, and functionally includes a processing unit 100, an input unit 200, a display unit 300, a communication unit 400, and a storage unit 500. Configured with

  Based on the program and data stored in the storage unit 500, data input from the input unit 200, etc., the processing unit 100 performs instructions and data transfer to each unit constituting the train diagram creation device 1 to create a train diagram. The overall control of the apparatus 1 is performed.

  Further, the processing unit 100 performs a train diagram creation process according to the train diagram creation program 510. Specifically, first, initial data of the fragment line group in the target station range and time range is generated. As a method of generating the initial data of the fragment line group, there are a method of generating based on an existing train diagram, a method of newly generating according to the passenger appearance probability table 520, and the like.

  FIG. 12 is a diagram illustrating an example of a data configuration of the passenger appearance probability table 520. 12, the passenger appearance probability table 520 is generated for each combination of the appearance station and the destination station, and stores the passenger appearance probability 523 per unit time together with the corresponding combination of the appearance station 521 and the destination station 522. ing. In FIG. 12, a graph of the passenger appearance probability ρ with respect to the time t is shown, but it may be stored as a data table in which the passenger appearance probability ρ is associated with each time zone, for example.

  Data about the generated fragment line group is stored in the fragment line group data 550. FIG. 13 is a diagram illustrating an example of a data configuration of the fragment line group data 550. As illustrated in FIG. According to FIG. 13, the fragment line group data 550 is a set of fragment line data 560 for each of the fragment lines 10 constituting the corresponding fragment line group, and each fragment line data 560 is a fragment for identifying the corresponding fragment line 10. The streak ID 561, the station 562 of each of the start point 12 and the end point 14, the time 563, the virtual mass 564, the virtual attenuation coefficient 565, the speed 566, the acceleration 567, the ID 568 of the passenger who selected the fragment streak 10 as the boarding route, and the start point 12 And the invalid value 569 of each end point 14 is stored.

  Next, the processing unit 100 determines a passenger to appear at each station in the target range according to the passenger appearance probability table 520. Data about each passenger to appear is stored in the passenger DB 530. FIG. 14 is a diagram illustrating an example of a data configuration of the passenger DB 530. According to FIG. 14, the passenger DB 530 is a set of passenger data 540 for each passenger to appear, and each passenger data 540 includes a passenger ID 541 for identifying the corresponding passenger, an appearing station 542, a destination station 543, An appearance time 544 at an appearing station, a boarding route 545 for a fragment line group, and a boarding route 546 for a provisional fragment line group are stored.

  Subsequently, the processing unit 100 selects a boarding route from the departure station to the destination station for each passenger that appears. As this boarding route, for example, a route having a minimum invalid value Up among routes that can reach the destination station from the departure station is set. An example of the shortest path calculation method here is the Dijkstra method.

  Further, a temporary fragment streak group is generated in which the arrival and departure times t of the fragment streaks 10 constituting the fragment streak group are delayed by a predetermined minute time Δt. Then, the passenger's boarding route is reselected for this provisional fragment line group.

  Data about the generated provisional fragment line group is stored in provisional fragment line group data 570. FIG. 15 is a diagram illustrating an example of the data configuration of the provisional fragment line group data 570. As illustrated in FIG. According to FIG. 15, the provisional fragment streak group data 570 is a set of provisional fragment streak data 580 for each provisional fragment streak constituting the provisional fragment streak group, and the corresponding fragment streak ID 581 and the start point 12 and end point 14 respectively. Station 582, time 583, virtual mass 584, virtual damping coefficient 585, speed 586, acceleration 587, the ID 588 of the passenger who selected the fragment line 10 as the boarding route, and the invalid values 589 of the start point 12 and the end point 14 respectively. Storing.

  Subsequently, the processing unit 100 sets a virtual force F acting on the start point 12 and the end point 14 for each fragment line 10 constituting the fragment line group. That is, for each start point 12 and end point 14 of each fragment line 10, a change ΔU of the invalid value U is calculated from the invalid value U1 of the fragment line 10 and the invalid value U2 of the corresponding temporary fragment line. . Then, based on the calculated change ΔU of the invalid value U, the virtual force F to be applied is determined. That is, the virtual force F is a negative value of the change ΔU in the invalid value U during the minute time Δt, as shown in the equation (1). The direction of the virtual force F is the direction in which the time t advances if the change ΔU of the invalid value U in the minute time Δt is a negative value, and the direction goes back to the time t if the value is positive.

Then, the change time Δw of the departure and arrival time t is calculated based on the virtual force F set at each of the start point 12 and the end point 14 of each fragment line 10 and the predetermined virtual mass M and the virtual damping coefficient γ. The departure / arrival time t is changed by the calculated change time Δw. That is, based on the speed _{v 1} at the current time t1, according to equation (8), and calculates the adjustment amount Δw at the current time t1. Further, according to the equation of motion of the formula (6), calculates the acceleration alpha ₂ at the next time t2. Further, based on the acceleration alpha ₁ of the current time t, according to equation (7) to calculate the velocity _{v 2} at the next time t2.

  The processing unit 100 repeats the above-described series of processing (setting of the virtual force F for each fragment line 10 of the fragment line group and change (adjustment) of the arrival and departure times) until a predetermined end condition is satisfied. Here, the termination condition includes the number of repetitions of the above process, the convergence of the speed v set in the fragment line 10, and the like. Thereafter, a train diagram is created by appropriately connecting the fragment lines 10 constituting the generated fragment line group. Specifically, for example, a fragment line having an end point (arriving station) as a station and a fragment line having the station as a starting point (departure station) are connected. At this time, the departure time and arrival time at the station are connected. Are connected, and the fragment lines having the closest departure time and arrival time are connected.

  In addition, once the end condition is satisfied and the solution search process is ended, various parameter values such as the virtual mass M, the virtual damping coefficient γ, and the appearance passenger of each fragment line 10 and the end condition are changed, and the solution is re-executed. Search processing may be performed, or solution search processing may be performed in parallel for a plurality of cases having different parameter values, termination conditions, and the like.

  Returning to FIG. 11, the input unit 200 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an input signal corresponding to an operation input to the processing unit 100.

  The display unit 300 is a display device realized by, for example, an LCD (Liquid Crystal Display), an ELD (Electronic Luminescent Display), or the like, and displays various screens based on display signals input from the processing unit 100.

  The communication unit 400 is a communication device realized by, for example, a wireless communication module, a router, a modem, a TA, a wired communication cable jack, a control circuit, and the like, and performs data communication with an external device.

  The storage unit 500 stores a system program for realizing various functions for the processing unit 100 to control the train diagram creation apparatus 1 in an integrated manner, a program, data, and the like for executing the present embodiment. At the same time, it is used as a work area of the processing unit 100 and temporarily stores calculation results executed by the processing unit 100 according to various programs and an input signal from the input unit 200. In the present embodiment, a train diagram creation program 510 is stored as a program in the storage unit 500, and passenger appearance probability table 520, passenger DB 530, fragment line group data 550, and provisional fragment line group data are included as data. 570 is stored.

[Process flow]
FIG. 16 is a flowchart for explaining the train diagram creation process. According to FIG. 16, the processing unit 100 first generates initial data of a fragment line group (step A1). At this time, a virtual mass M, a virtual damping coefficient γ, an initial velocity v ₀ and an initial acceleration α ₀ are set for each fragment line 10. Next, the passengers to appear at each station in the target range are determined according to the passenger appearance probability table 520 (step A3).

  Subsequently, the processing unit 100 selects each passenger's boarding route for the generated fragment line group (step A5). Then, based on the selection result of the passenger's boarding route, the invalidity value U1 of each fragment line 10 of the fragment line group is calculated (step A7).

  In addition, the processing unit 100 generates a temporary fragment line group composed of temporary fragment lines 20 in which the arrival and departure times of the fragment lines 10 of the fragment line group are changed by a minute time Δt (step A9). Next, re-selection of each passenger's boarding route for the generated temporary fragment line group is performed (step A11), and based on the re-selection result of this boarding route, each temporary fragment line 20 constituting the temporary fragment line group is not selected. The utility value U2 is calculated (step A13).

  Then, a virtual force F based on the invalidity value U is set for each fragment line 10 in the fragment line group. That is, for each of the start point 12 and the end point 14 of the fragment line 10, the virtual force F to be applied is determined from the invalid value U1 and the invalid value U2 of the corresponding provisional fragment line 20 according to the equation (1) ( Step A15). Then, for each of the start point 12 and the end point 14 of each fragment line 10, an arrival / departure time change time Δw is calculated according to the equation (8) (step A17), and an adjustment is performed to change the arrival / departure time t by this change time Δw ( Step A19).

Then, calculated for each starting point 12 and end point 14 of each fragment streaks 10, according to equation (7), to calculate the velocity _{v 2} at the next time t2, according to equation (6), the acceleration alpha ₂ at the next time t2 (Step A21).

  Thereafter, the processing unit 100 determines whether a predetermined end condition is satisfied. If the end condition is not satisfied (step A23: NO), the processing unit 100 returns to step A5, and the same applies to the fragment streak group after the departure / arrival time is changed. Perform the process. On the other hand, if the end condition is satisfied (step A23: YES), a train diagram is created based on the fragment line group (step A25). If the above process is performed, the process part 100 will complete | finish a train schedule creation process.

  In the present embodiment, an approximate calculation method based on the difference method is adopted, and therefore, the equations (1), (7), and (8) are expressed as difference equations. In order to obtain a more exact solution, it is necessary to express the equations (1), (7), and (8) as differential equations, and by adopting another method such as Newton's method, a more exact solution can be obtained. Can be obtained.

[Action / Effect]
Thus, according to the present embodiment, the arrival and departure times of the segment lines 10 obtained by dividing the train lines constituting the train diagram between the arrival and departure stations are respectively indicated at the start point (departure side) 12 and the end point (end side) 14. The virtual force F corresponding to the change ΔU of the invalid value U when the minute time Δt is changed is applied, and the arrival and departure time t is changed (adjusted) according to the applied virtual force F, virtual mass M, and virtual damping coefficient γ. ) In this way, a completely new train schedule creation method different from the conventional one is realized.

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

(A) Setting of virtual force F For example, it is not necessary to set the virtual force F to all of the fragment lines 10 constituting the fragment stripe group. Specifically, whether or not to adjust the arrival and departure times is determined for each of the start point 12 and the end point 14 of each fragment line 10. Then, the virtual force F is not set (or is set to zero) for the start point 12 and the end point 14 that are determined as “not adjusted”. Thereby, for example, it becomes possible to respond to a request that the departure time is fixed for the fragment streaks on the express train.

(B) Passenger appearance probability table 520
In the above-described embodiment, the passenger appearance probability table 520 is set for each combination of the appearance station and the destination station (see FIG. 12). However, in order to reproduce the passenger behavior more accurately, the passenger appearance probability table 520 is more detailed. A classified configuration may be used. For example, each combination of an appearing station and a destination station may be set for each attribute such as age and sex, or may be set for each passenger.

DESCRIPTION OF SYMBOLS 1 Train schedule creation apparatus 100 Processing part, 200 Input part, 300 Display part, 400 Communication part 500 Storage part 510 Train schedule creation program 520 Passenger appearance probability table 530 Passenger DB, 540 Passenger data 550 Fragment line group data, 560 Fragment line data 570 Provisional Fragment Line Group Data, 580 Provisional Fragment Line Data 10 Fragment Line, 12 Start Point (Departure Side), 14 End Point (Destination Side)
20 provisional fragment streak, 22 start point (departure side), 24 end point (destination side)

Claims (10)

A computer system creates a train diagram by using a segment line data group that disassembles train lines that make up the train diagram between the arrival and departure stations, and passenger data in which each passenger's appearance time, appearance station, and destination station are determined. A train diagram creation method for
Based on the passenger data, the boarding route of each passenger is selected from the fragment lines using at least an invalid value corresponding to the boarding time and the degree of congestion when the passenger rides on the fragment line. Boarding route streak selection step determined by
For each of the fragment lines, an invalid value is calculated according to at least the boarding time and the degree of congestion of each passenger who rides on the fragment line, and an invalid value calculation step for calculating a total invalid value for the fragment line; and
For each of the fragment lines, based on the total invalidity value for the fragment line, a virtual force for adjusting each of the fragment stripe origination time and arrival time in order to reduce the total invalidity value, A virtual force setting step for setting the start point and end point of the stripe,
An adjusting step of adjusting each of the fragment lines based on the set virtual force;
And repeatedly executing the boarding route line selection step, the invalid value calculation step, the virtual force setting step and the adjustment step until a predetermined end condition is satisfied, and based on the fragment stripe finally obtained Train schedule creation method to create a new train schedule. The invalidity value calculating step further calculates an invalid value corresponding to each waiting time and / or transfer time of each passenger who rides on the fragment line, and calculates the total invalid value. Is the step to
The train diagram creation method according to claim 1.   The invalidity value calculating step includes a constraint violation invalidity value setting step of setting a constraint violation invalidity value to a fragment line that violates a predetermined train diagram creation constraint among the fragment stripes. The train diagram creation method according to claim 1, further comprising calculating the total invalidity value including the constraint violation invalidity value. Among the fragment lines, further includes an unadjustable train line setting step for setting a fragment line related to the train that cannot be adjusted,
The adjustment step is a step of performing the adjustment except for the fragment streak set by the non-adjustable train streak setting step.
The train diagram creation method according to any one of claims 1 to 3. A virtual mass setting step of setting a virtual mass representing an allowable degree of the adjustment with respect to the fragment streak for each of the fragment streaks;
The adjustment step is a step of adjusting the fragment line using the set virtual force and the virtual mass set to the fragment line.
The train diagram creation method according to any one of claims 1 to 4. The adjustment step includes
Using the virtual force and the virtual mass set on the fragment line, a virtual speed calculating step for calculating a virtual speed acting on each of the start point and the end point of the fragment line;
An adjustment amount determining step for determining an adjustment amount for adjusting the departure time and the arrival time of the fragment line using the calculated virtual speed;
including,
The train diagram creation method according to claim 5. The adjustment amount determination step is a step of attenuating the virtual speed using a given virtual attenuation coefficient and determining the adjustment amount based on the attenuated virtual speed.
The train diagram creation method according to claim 6.   Based on the passenger data, for each station, every time the total number of passengers to be output to the station and passengers who have been on the fragment lines arriving at the station reaches a predetermined number, fragments from the station to the next station The train diagram creation according to any one of claims 1 to 7, further comprising an initial data generation step of generating an initial data group of the fragment streaks by performing a time series simulation of a process of newly setting a streak. Method.   The program for a computer system to perform the train schedule preparation method as described in any one of Claims 1-8. Fragment line data storage means for storing a data line of fragment lines obtained by disassembling train lines constituting the train diagram between arrival and departure stations,
Passenger data storage means for storing passenger data in which each passenger's appearance time, appearance station and destination station are determined;
Based on the passenger data, the boarding route of each passenger is selected from the fragment lines using at least an invalid value corresponding to the boarding time and the degree of congestion when the passenger rides on the fragment line. Boarding route streak selection means to be determined,
For each of the fragment lines, at least an invalid value according to the boarding time and the degree of congestion of each passenger who rides the fragment line, and an invalid value calculation means for calculating a total invalid value for the fragment line,
For each of the fragment lines, based on the total invalidity value for the fragment line, a virtual force for adjusting each of the fragment stripe origination time and arrival time in order to reduce the total invalidity value, Virtual force setting means for setting the start point and end point of the stripe,
Adjusting means for adjusting each of the fragment lines based on the set virtual force;
The boarding route streak selecting means, the invalid value calculating means, the virtual force setting means and the adjusting means are repeatedly functioned until a predetermined end condition is satisfied, and a new one is obtained based on the finally obtained fragment streaks. Train schedule creation means for creating train schedules;
Train diagram creation device equipped with.

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