JP6914806B2 - Public transport operation planning device, public transport operation planning method, and public transport operation planning system - Google Patents

Description

The present invention relates to a public transportation operation planning device, a public transportation operation planning method, and a public transportation operation planning system. It is suitable for application to the operation planning system.

Public transportation is roughly divided into trams and buses, but in reality, there are means of transportation that take advantage of their respective characteristics, such as the presence or absence of a track system, traveling method, vehicle connection, and overhead line method. Since a large budget is required, it takes time from consideration to introduction. One of the reasons why it takes time is that once it is introduced, it is difficult to change it, so it is necessary to reach consensus with related departments.

However, no matter how careful consideration is given before the introduction, if several years have passed since the introduction, the means of transportation for residents will change, such as changes in the city planning of surrounding roads. Institutions may not fit the current usage pattern.

In this regard, in order to ensure smooth bus operation during busy hours in the morning and evening, the road surface of the lane is displayed as dedicated to the bus, and the lane in which the bus runs is switched between dedicated and non-dedicated. The technology is disclosed (see Patent Document 1). According to this technology, it is possible to improve the usage efficiency of the road as a whole throughout the day by changing the usage pattern of the road according to the traffic volume.

Japanese Unexamined Patent Publication No. 2006-104896

However, Patent Document 1 does not consider the case where a plurality of public transportation systems including track-based trams and buses coexist. In addition, only the elimination of traffic congestion is considered, and the convenience of roads and the profitability of public transportation operating companies are not considered. For example, if a stop is set up near the median strip and the operation system crosses the road to get on a tram, it is convenient to pass vulnerable people such as the elderly and disabled on the pedestrian crossing from the shoulder. I can't say. Further, for example, in the case of an operation system in which public transportation occupies the lane closest to the sidewalk as a dedicated lane, it cannot be said to be convenient in cases where the frequency of transportation by taxi is high and the frequency of cargo handling of freight trucks is high.

The present invention has been made in consideration of the above points, and an object of the present invention is to propose a public transportation operation planning device or the like for realizing an appropriate public transportation operation plan.

In order to solve such a problem, the present invention is a public transportation operation planning device for making an operation plan related to public transportation, and information on the traveling method of public transportation, the number of flights of public transportation, and the lane of a road. A creation unit that creates an operation plan pattern that includes Based on the above, an evaluation department is provided to evaluate the operation plan pattern created by the preparation department using the degree of road congestion, convenience, and profitability as evaluation indexes.

Further, in the present invention, it is a public transportation operation planning method for making an operation plan related to public transportation, and the preparation department provides information on the traveling method of public transportation, the number of flights of public transportation, and the lane of the road. The first step of creating an operation plan pattern including the road usage pattern, which includes information on the usage pattern of the road infrastructure whose components can be switched by the evaluation department, and the operation of public transportation. Based on the public transportation operation information, a second step of evaluating the operation plan pattern created by the preparation department using the degree of road congestion, convenience, and profitability as evaluation indexes is provided.

Further, in the present invention, it is a public transportation operation planning system for making an operation plan related to public transportation, and is configured to include information on the traveling method of public transportation, the number of flights of public transportation, and the lane of the road. Roads based on the creation unit that creates the operation plan pattern, road usage information including information on the usage of road infrastructure whose components can be switched, and public transportation operation information related to the operation of public transportation. An evaluation department is provided to evaluate the operation plan pattern created by the preparation department using the degree of congestion, convenience, and profitability of the above as evaluation indexes.

According to the above configuration, the operation plan pattern can be evaluated using the degree of traffic congestion, convenience, and profitability of the road as evaluation indexes.

According to the present invention, an appropriate public transportation operation plan can be realized.

It is a figure which shows an example of the public transport operation planning system by 1st Embodiment. It is a figure which shows an example of the processing procedure which concerns on the public transport operation plan processing by 1st Embodiment. It is a figure which shows an example of the road infrastructure by 1st Embodiment. It is a figure which shows an example of the operation route of a plurality of public transportations in the route system by 1st Embodiment. It is a figure which shows an example of the section of the center reservation system by 1st Embodiment. It is a figure which shows an example of the section of the side reservation (dual) system by 1st Embodiment. It is a figure which shows an example of the section of the side reservation (single) system by 1st Embodiment. It is a figure which shows an example of the road infrastructure provided in advance by 1st Embodiment. It is a figure which shows an example of the switching of the road infrastructure by the 1st Embodiment. It is a figure which shows an example of the evaluation result of the operation plan pattern by 1st Embodiment. It is a figure which shows an example of the road use form information by 1st Embodiment. It is a figure which shows an example of the public transport operation information by 1st Embodiment. It is a figure which shows an example of the state information and effect information which concerns on the operation plan pattern by 1st Embodiment.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

(1) First Embodiment In FIG. 1, 1 indicates a public transportation operation planning system according to the first embodiment as a whole. The public transportation operation planning system 1 is a system for making an operation plan related to public transportation, and includes a road usage form information collecting unit 10, a public transportation operation information collecting unit 11, and a peripheral road congestion factor determination unit 12. , Public transport operation plan formulation unit 13 and road infrastructure switching control unit 14. According to the public transportation operation planning system 1, the characteristics of each of the plurality of public transportation systems are utilized, and even if the usage pattern of the road infrastructure changes after the introduction, the public transportation system travels so as to match the usage pattern. By flexibly switching the method, number of flights, lanes, stops, etc., it is possible not only to eliminate congestion, but also to improve the convenience of roads and the profitability of public transportation operating companies. The details will be described below.

The road usage form information collection unit 10 actually uses the road infrastructure, such as the number of passing public transportation by attribute for each lane, the number of users by attribute of users in facilities such as pedestrian crossings and stops. Collect information on people's usage patterns (road usage pattern information) and accumulate data in a reusable format. Examples of the attributes of public transportation include the vehicle type (for example, tram, automobile, freight car, route bus), purpose (for example, handling of cargo, pick-up and drop-off), and the like. In addition, the attributes of the user include age (for example, adults, children, elderly people), gender, and users of mobility support equipment (for example, persons with disabilities who are unable to move using wheelchairs, persons who use strollers). And so on.

For example, the road usage form information includes usage rate information indicating the utilization rate for each attribute and lane of a vehicle traveling on the road, waiting number information indicating the number of people waiting at a bus stop, and attributes of people using a pedestrian crossing. It may be information on the number of people crossing each person, and information on the frequency of vehicles performing work (handling, pick-up, etc.) on the shoulder of the road. An example of road usage form information is shown in FIG.

The road usage form information collecting unit 10 collects road usage form information from sensors such as ultrasonic sensors that can detect the number of vehicles passing by and the number of pedestrians crossing, and image sensors that can identify the attributes of subjects such as vehicles and people. It may be collected, the road usage pattern information collected by the existing system may be acquired, a part of the road usage pattern information may be collected from the sensor, and the remaining information may be acquired from the existing system. You may.

The function of the road usage form information collecting unit 10 is that the CPU reads a program stored in the ROM into the RAM in a computer equipped with a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. It is realized by executing (software). The function of the road usage form information collecting unit 10 may be realized by software as described above, by hardware such as a circuit, or by a combination of software and hardware. good.

The public transportation operation information collection unit 11 provides information related to the operation of public transportation (public transportation operation) such as the boarding rate for each attribute of various public transportation, the delay time for the scheduled operation schedule, and the information on the profit for each public transportation. Information) is collected from the existing system and stored in a reusable format.

For example, public transportation operation information includes operation information indicating an operation schedule in which a vehicle's departure time and arrival time are defined, delay time information indicating a delay time for each vehicle, and occupancy rate information indicating a occupancy rate for each vehicle. You may. An example of public transportation operation information is shown in FIG.

The function of the public transportation operation information collecting unit 11 is realized by the CPU reading the program stored in the ROM into the RAM and executing it (software) in the computer including the CPU, ROM, RAM and the like. The function of the public transportation operation information collecting unit 11 may be realized by software as described above, by hardware such as a circuit, or by a combination of software and hardware. good.

The peripheral road congestion factor determination unit 12 determines the presence or absence of congestion and the congestion factor of the peripheral road including the route system based on the road usage pattern information and the public transportation operation information. The function of the peripheral road congestion factor determination unit 12 is realized by the CPU reading the program stored in the ROM into the RAM and executing it (software) in the computer including the CPU, ROM, RAM and the like. The function of the peripheral road congestion factor determination unit 12 may be realized by software as described above, by hardware such as a circuit, or by a combination of software and hardware. good.

Based on the determination result by the peripheral road congestion factor determination unit 12, the public transportation operation plan formulation unit 13 uses an operation plan pattern that takes into account the travel pattern method for each public transportation system prepared in advance, and uses the operation plan pattern to determine the travel method, the number of flights, and the number of flights. Optimize indicators such as service sections and lanes. For example, the public transportation operation plan formulation department 13 creates an operation plan pattern including information on road driving methods, road lanes, and the number of flights of public transportation, and road usage form information and public transportation operation information. Based on the above, the created operation plan pattern is evaluated using the degree of road congestion, convenience, and profitability as evaluation indexes.

The function of the public transportation operation planning unit 13 is realized by the CPU reading the program stored in the ROM into the RAM and executing it (software) in the computer including the CPU, ROM, RAM and the like. The function of the public transportation operation planning unit 13 may be realized by software as described above, by hardware such as a circuit, or by a combination of software and hardware. good.

The computer for realizing each function of the road usage form information collecting unit 10, the public transportation operation information collecting unit 11, the peripheral road congestion factor determination unit 12, and the public transportation operation planning unit 13 is composed of one computer. It may be configured by a plurality of computers, and which computer each function is realized can be appropriately changed.

The road infrastructure switching control unit 14 includes a switching effect output unit 14A and a switching control unit 14B.

The switching effect output unit 14A provides state information indicating the switching status of components (lanes, stops, pedestrian crossings, etc.) in the road infrastructure (for example, a system diagram of public transportation routes before, during, and after switching). It may generate effect information (for example, a graph that can grasp the evaluation result of the operation plan pattern) showing the effect of switching the components, and may pass nearby by the user who is moving on the surrounding road and / or from now on. Send (provide information) to the user's mobile terminal (smartphone, etc.). By providing the user with status information, effect information, etc. by the switching effect output unit 14A, it is possible to reduce the overhead in the switching work such as closing the road at the time of switching, and to make the effectiveness of the switching work recognized in advance. ..

The function of the switching effect output unit 14A is realized by the CPU reading the program stored in the ROM into the RAM and executing it (software) in the computer including the CPU, ROM, RAM and the like. The function of the switching effect output unit 14A may be realized by software as described above, may be realized by hardware such as a circuit, or may be realized by a combination of software and hardware.

The switching control unit 14B is a device for physically switching the components of the road infrastructure by receiving the operation plan pattern whose index is optimized by the public transportation operation plan formulation unit 13 using the information on the actual road. be. Here, the switching control unit 14B is an electric switch that switches points (turnouts) in the traveling lane, an output device that can output an image related to the lane to the road, an output device that can output an image related to a pedestrian crossing to the road, and a stop. It is an output device that can output the availability of. An example of the components of the road infrastructure is shown in FIG.

Conventionally, in a road transportation infrastructure system in which multiple public transportation systems are mixed, the convenience of users may be reduced due to the occurrence of congestion on the surrounding roads due to changes in the usage pattern of the surrounding roads after the introduction of public transportation systems. The profitability of public transportation deteriorates. Even in such a case, the public transportation operation planning system 1 not only eliminates traffic congestion but also eliminates traffic congestion by regularly reviewing the usage pattern after the introduction of public transportation and switching the road infrastructure to suit the usage pattern. It enables the improvement of road convenience and the improvement of the profitability of public transportation operators. The method (processing) for realizing this will be described below.

FIG. 2 is a diagram showing an example of a processing procedure (public transportation operation planning method) related to public transportation operation planning processing. The public transport operation planning process is executed periodically or at a predetermined timing (for example, a timing specified by the user). Part or all of the public transportation operation planning process is executed by the public transportation operation planning device.

In step S20, the peripheral road congestion factor determination unit 12 collects and accumulates infrastructure usage status information (road usage road form information collected and accumulated by the road usage form information collecting unit 10 and public transportation operation information collecting unit 11). Input (traffic operation information) (infrastructure usage status information input processing).

In step S21, the peripheral road congestion factor determination unit 12 uses a tool such as a traffic flow simulator that can reproduce the congestion phenomenon on a computer, reproduces the traffic phenomenon that occurs on the actual road, and then provides the road usage road form information. Congestion is determined for each route section in the route system during a predetermined period based on public transportation operation information. At this time, if the peripheral road congestion factor determination unit 12 determines that there is a route section in which congestion has occurred, the process is transferred to step S22, and if it is determined that there is no route section in which congestion has occurred, the step The process is transferred to S23. As the predetermined period, an appropriate period such as the latest one hour, the previous day, last week, last month, and last year can be adopted (set). The peripheral road congestion factor determination unit 12 is an example of a determination unit that determines whether or not the pre-divided section is congested based on the road usage form information and the public transportation operation information.

In step S22, the peripheral road congestion factor determination unit 12 determines the congestion factor of the route section where the congestion is occurring (congestion factor determination processing). The peripheral road congestion factor determination unit 12 identifies, for example, a congestion section indicating which route section in the route system the congestion is when the occurrence of congestion is confirmed, and there are many crossing pedestrians and many waiting for a bus stop. Identify congestion factors such as many cargo handling and pick-up vehicles. At this time, the peripheral road congestion factor determination unit 12 grasps (identifies) the utilization rate for each lane and each attribute of the vehicle. The congestion factor can also be determined from the output information of the traffic flow simulator.

In step S23, the public transportation operation plan formulation unit 13 creates (generates) an operation plan pattern (as an input condition) including the travel method of public transportation, the number of flights of public transportation, the lane of the road, etc. for each congested section. ) (Operation plan pattern creation process). By creating an operation plan pattern for a congested section, it becomes possible to eliminate congestion. The public transport operation plan formulation unit 13 is an example of a creation unit that creates an operation plan pattern.

In step S24, the public transport operation plan formulation unit 13 has a viewpoint of improving convenience and / or profitability as well as simply eliminating congestion in the generated operation plan pattern based on the road use route form information and public transport operation information. However, it is evaluated whether it is improved (operation plan pattern evaluation process). For example, the Public Transportation Operation Planning Department 13 uses a traffic flow simulator to index each index of congestion, convenience (on-timeness, ease of work, ease of transit, ease of crossing), and profitability (boarding rate). The value of (item) is calculated, and the operation plan pattern is evaluated in a plurality of stages (for example, three stages such as good, normal, and bad).

For example, the public transportation operation planning department 13 calculates the value of the road congestion degree based on the utilization rate information. Further, for example, the public transportation operation plan formulation unit 13 calculates the value of the ease of crossing the road based on the information on the number of people waiting and the information on the number of people crossing. Further, for example, the public transportation operation planning unit 13 calculates the value of the punctuality of public transportation based on the operation information and the delay time information. Further, for example, the public transportation operation planning department 13 calculates the value of the ease of connecting to public transportation based on the operation information. Further, for example, the public transportation operation planning department 13 calculates the value of work ease based on the frequency information. Further, for example, the public transportation operation planning department 13 calculates the profitability value of the public transportation management company based on the boarding rate information.

In addition, the public transport operation plan formulation unit 13 uses a known calculation method or modifies the known calculation method to each of the above values (congestion degree value, crossing ease value, punctuality value, transit value). Ease value, work ease value, profitability value) are calculated. In addition, the public transport operation plan formulation department 13 evaluates the operation plan pattern based on the road usage form information and the public transport operation information, using the degree of congestion, convenience, and profitability of the road as evaluation indexes. This is an example of the department.

In step S25, the public transportation operation plan formulation unit 13 specifies the optimum operation plan pattern from the evaluated operation plan patterns (optimum operation plan pattern identification process). For example, the public transport operation plan formulation unit 13 may specify an operation plan pattern having a high total score of each evaluated index as an optimum operation plan pattern, or a weight is set for each index and the weight is added. The operation plan pattern with a high total score may be specified as the optimum operation plan pattern, or the evaluation result may be presented to the user and the operation plan pattern selected by the user may be specified as the optimum operation plan pattern. , An operation plan pattern that satisfies a predetermined evaluation value may be specified as an optimum operation plan pattern. The public transportation operation plan formulation unit 13 is an example of a specific unit that specifies one operation plan pattern from the evaluated operation plan patterns.

In step S26, the switching effect output unit 14A generates state information and effect information related to the optimum operation plan pattern specified by the public transportation operation plan formulation unit 13, and the user around the route system (optimum operation plan pattern). The state information and the effect information are transmitted to the mobile terminal of the user who is located on the road or within a predetermined range from the road to provide the information (switching state output processing). An example of state information and effect information is shown in FIG. In addition, the switching effect output unit 14A transmits the evaluation result of the evaluated operation plan pattern to the user terminal located on the road related to the operation plan pattern or within a predetermined range from the road. This is an example of the output unit.

In step S27, the public transportation operation plan formulation unit 13 transmits information (control instruction) for controlling the optimum operation plan pattern to the switching control unit 14B, and the switching control unit 14B is based on the control instruction. , Switch road infrastructure according to the optimal operation plan pattern (reasonable infrastructure control processing). The public transportation operation plan formulation unit 13 was provided with status information to general vehicles and public transportation in the route system by, for example, the switching effect output unit 14A, and was able to once wipe out the corresponding traffic vehicles from the route system. After confirming that by the operator or the sensor, a control instruction is transmitted to the switching control unit 14B. In addition, the switching control unit 14B is an example of a switching unit that switches the components of the road infrastructure based on the evaluated operation plan pattern.

FIG. 3 is a diagram showing an example of road infrastructure (components to be switched). In a mixed public transport situation, people and vehicles, including public transport, come and go on roads, pedestrian crossings, and pedestrian crossings, and road infrastructure components (lanes, pedestrian crossings, stops, etc.) are used. .. For example, the vehicle 30 of public transportation is a tram, an LRT (Light Rail Transit), or the like, and travels on a semi-dedicated track (combined track). Further, for example, the vehicles 33a to 33d of public transportation are a route bus, a BRT (Bus Rapid Transit), or the like, and partially travel in a dedicated lane. Further, for example, the vehicles 33a to 33d of public transportation are general vehicles, freight trucks, taxis, and the like, and travel in mixed lanes. Further, for example, users 34a and 34b of public transportation may wait for a vehicle at stops 32a to 32d, pass through a pedestrian-only road 35, or use a pedestrian crossing 31.

Therefore, for collecting information on the utilization rate in each component of the road infrastructure, for example, it is preferable to use the information collected by the number of passing vehicles or the number of people per hour by attribute. As described above, the attribute means LRT, tram, BRT, route bus, general vehicle, etc. in the case of a vehicle, and means an adult, a child, an elderly person, etc. in the case of a person.

FIG. 4 is a diagram showing an example of operation routes of a plurality of public transportation systems in a certain route system. Nodes n1 to n13 shown in FIG. 4 indicate points where control is performed to switch the components of the road infrastructure on the operation route such as a bus stop and an intersection.

In general, when a tram, which is the main trunk line of a route system, is used as the basis of public transportation, BRT and a route bus are introduced subordinately as other mixed public transportation. Therefore, even if the usage pattern is changed after the introduction, there is no choice but to continue using the tram as it is, and when the profitability cannot be maintained, the abolition of the tram is decided. Therefore, in order to solve this problem, we propose a method of dividing the route system in advance according to the usage pattern of the surrounding roads.

In addition, conventional trams, LRTs, and BRTs, which are the basic tracks, have the problem that once the route system is determined, the road infrastructure equipment such as track laying and stop installation is fixed. .. In this regard, in this method, road infrastructure is provided in advance to support various driving methods so that the time zone, season, event, sudden event, etc. can be flexibly changed according to the usage pattern of the surrounding roads. Keep it. Examples of the traveling method include the center reservation method shown in FIG. 5, the side reservation (dual) method shown in FIG. 6, and the side reservation (single) method shown in FIG. 7.

For example, as shown in FIG. 4, the sections L1, L8, L9, L11, and L13 on the route system shown in the actual battle are the side reservation (single) type road infrastructure 40, and the sections L2, L4, and L6 shown by the dotted line. , L10 and L12 are center reservation type road infrastructure 41, and the sections L3, L5 and L7 indicated by the alternate long and short dash line are started as side reservation (dual) type road infrastructure 42. Then, depending on the usage pattern of the surrounding roads, some or all the components of the side reservation (single) type road infrastructure 40 may be switched to other driving type components, or the center reservation type road infrastructure 41. Some or all components may be switched to other driving system components, or some or all components of the side reservation (dual) road infrastructure 42 may be switched to other driving system components. do.

For example, if it is determined that the side reservation (single) type section L8 is congested due to changes in the usage pattern of the surrounding roads, an operation plan pattern is created for the section L8, and the operation plan pattern evaluated as optimal is created. If the traveling method is the center reservation method, the section L8 is switched from the road infrastructure component used in the side reservation (single) method to the road infrastructure component used in the center reservation method.

FIG. 5 is a diagram showing an example of a section of the center reservation method. The center reservation method is a name for a laying method in which semi-dedicated tracks 51 and 52 are laid in the center 50 of the road. In addition to the semi-dedicated tracks 51 and 52, facilities 53 and 54 (stops, stations, etc.) for getting on and off track traffic (trams running on the semi-dedicated tracks 51 and 52) are also provided in the center of the road. For this reason, there is a problem that it is unavoidable to cross the road when using it.

Most Japanese trams use a center reservation system, which has a track in the center of the road and is prohibited from entering the premises. In addition, on the semi-dedicated tracks 51 and 52, general vehicles cannot pass, but emergency vehicles such as disasters and accidents can run, which is a difference from the dedicated tracks.

FIG. 6 is a diagram showing an example of a section of the side reservation (dual) system. In the side reservation (dual) method, semi-dedicated tracks 60 and 61 are laid close to each end (both sides) of the road to install facilities 62 and 63 such as stops, and direct tram traffic (quasi-dedicated track 60) from the sidewalk. , 61 is the name of the laying method that allows passengers to get on and off the train. It is a well-known laying method in Europe and the United States as a method to guarantee the safety of pedestrians, but it is not suitable for downtown areas where there are many taxis and cargo handling vehicles because the vehicles that want to stop on the roadside are restricted. In Japan, the side reservation (dual) method section is adopted, but it is not widely used as a laying method.

FIG. 7 is a diagram showing an example of a section of the side reservation (single) method. In the side reservation (single) method, semi-dedicated tracks 70 and 71 are laid close to one end (one side) of the road to install facilities 72 and 73 such as stops, and tram traffic (quasi-dedicated tracks 70 and 71) is provided from the sidewalk. It is the name of the laying method that allows you to get on and off the tram that runs. It is a laying method that compensates for the above restrictions of the side reservation (dual) method, and in recent years, demand has increased and the number of cases where it is adopted is gradually increasing.

There are two types of traveling methods: a center reservation method in which a double-track (upper and lower line) semi-dedicated track is provided in the center of the road, and a side reservation (single) (Kumamoto) in which a double-track (upper and lower line) semi-dedicated track is provided on one side of the road. Three types of examples are given: (Kumamoto station square, etc.) and side reservation (dual) (Sapporo streetcar, Sapporo station square, etc.) where double-track (upper and lower lines) semi-dedicated tracks are distributed on both sides of the road. As described above, it may be applied in the case of a single wire.

FIG. 8 is a diagram showing an example of a road infrastructure provided in advance. In order to make the traveling method switchable, for example, both tracks (components) of the semi-dedicated tracks 80 and 81 for the side reservation method and the semi-dedicated tracks 82 and 83 for the center reservation method are laid. I will do it. As a result, it is possible to support both the case of running by the side reservation (dual) method and the case of running by the center reservation method. In addition, the components of the road infrastructure such as stops and pedestrian crossings that will be required due to the change in the driving method will be installed in advance.

By providing multiple components of the road infrastructure in advance in this way, it is possible to control so that one of the driving methods is not used by switching points in front of the track according to the optimum operation plan pattern, and whether or not the bus stop can be used. You will be able to control the display of the pedestrian crossing and the display and non-display of the pedestrian crossing.

FIG. 9 is a diagram showing an example (reversible lane operation method) of switching road infrastructure. For example, when switching from the center reservation method to the side reservation (dual) method, a semi-dedicated track for the center reservation method is no longer required, and a fixed-route bus, a car, or the like runs instead of a tram. That is, lanes are provided in advance as a panel having a double structure, more specifically, a lane 90 on which an automobile or the like can travel is provided on the first surface, and a lane 91 on which a tram or the like can travel is provided on the first opposite side. It is provided on the second surface and is configured so that it can be switched manually or automatically as needed. In addition, a panel on the first surface provided with a lane 90 on which an automobile or the like can travel and a panel on the road or the second surface on which a tram or the like can travel are prepared, and the panel on the first surface is attached to the panel on the road or the second surface. May be realized by overlapping.

If there is no step between the track and the road surface, the lane on which the track is laid remains, for example, an electric display device (a device for transmitting information using a light emitting diode, a liquid crystal panel, a light bulb, a projector, etc.). It may be configured to switch the road infrastructure by, for example, performing a variable road surface marking by.

In addition to the lanes (tracks) that make up the road infrastructure, it is necessary to lay the road infrastructure necessary for running various public transportation such as lane lines, center lines, stops, and pedestrian crossings on the route system in advance. It is preferable to switch automatically according to the situation, but a configuration that manually switches part or all of the road infrastructure (manually switch points in the driving lane, remove the currently used stop and install a new stop) Etc.) may be adopted.

FIG. 10 is a diagram showing an example of the evaluation result of the operation plan pattern.

A plurality of evaluation items 100 are provided (in FIG. 13, evaluation items of congestion degree, punctuality, ease of handling, ease of transit, profitability, and ease of crossing are given as examples), and evaluation item 100 is provided. Each is evaluated on an n-point scale. For example, in the case of a three-level evaluation, the evaluation item of the degree of congestion may be classified into three stages of vacant, slightly congested, and congested, and the evaluation item of punctuality of public transportation may be delayed time. May be classified into three stages of less than 0 to 5 minutes, less than 5 minutes to 10 minutes, and 10 minutes to 20 minutes. It may be classified into less than 0 to 5 times and less than 5 to 10 times.

For example, the public transportation operation planning system 1 is provided with a display unit (display, etc.), and at a glance, a plurality of evaluation items 100 necessary for determining whether switching is good or bad and evaluation values (evaluation results) of each evaluation item are viewed. The radar chart 101 that can be grasped may be displayed on the display unit.

FIG. 11 is a diagram showing an example of road usage pattern information (lane utilization rate information by purpose of use). The lane utilization rate information by purpose of use is, for example, information that aggregates the results of measuring the purpose of use by public transportation users (for example, pedestrians), public transportation, and automobiles for each lane.

As lane utilization rate information by purpose of use, for each time 110 (measurement time), a route section 111 in the route system, a lane information 112 indicating a lane provided in each route section, and a congestion judgment for each lane are performed. Necessary lane utilization rate 113, utilization rate 114 of automobiles traveling in the lane, utilization rate 115 of public transportation that can travel in the same lane mixed with automobiles, and handling in the lane on the roadside (shoulder) Information with the utilization rate 116 of the freight truck, which is likely to be used for work, is stored in association with the information. Information on the route section 111 and the lane information 112 is provided as information necessary for specifying the lane.

The lane utilization rate information for each purpose of use is not limited to the above-mentioned contents, and for example, the utilization rate of pedestrians on pedestrian-only roads and pedestrian crossings may be further added. As a method of measuring lane utilization information by purpose of use, the number of currencies for each vehicle type can be measured by ultrasonic traffic counters, image processing using surveillance cameras, etc., or mobile terminals such as smartphones from users. It may be configured to collect information from.

FIG. 12 is a diagram showing an example of public transportation operation information. As public transportation operation information, in each public transportation system (for example, a tram), for each time 120 (operation time), a route section 121 in the route system and individual bus information 122 such as a bus (information related to the operation flight). The information of the occupancy rate 123 indicating the ratio of the current number of passengers to the number of passengers and the delay time 124 indicating the delay time of the actual arrival time with respect to the estimated arrival time of each stop is stored in association with each other.

Since public transportation operation information is generally accumulated as actual data in the information center of the operating company that manages the operation of public transportation, this information may be used, or the actual data measured by installing various sensors is acquired. You may try to do it.

FIG. 13 is a diagram showing an example of state information and effect information related to the operation plan pattern. State information and effect information related to the operation plan pattern can be obtained on the road (road infrastructure) related to the operation plan pattern from the information center 135 provided with a computer that realizes the public transport operation plan formulation department 13 or can communicate with the computer. (On the road where switching is performed), user terminal 136 located within a predetermined range from the road (mobile terminal of the user moving near the road, display unit (display, etc.) provided at the stop, station, etc.), public transportation It is delivered to the display unit (display, etc.) provided in the management company of the institution.

For example, as an example of the display method of the state information, in the operation plan pattern A before the change and the operation plan pattern B after the change based on the route system map information, the section in which the traveling method is switched is illustrated so as to be easily understood ( Highlight). In the example of FIG. 13, the 130b, 131b, 132b section after the change is displayed by a chain line as opposed to the solid line display of the 130a, 131a, 132a section before the change. The highlighting is not limited to the above-mentioned contents, and other methods such as changing the color of the line, thickening the line, blinking the line, and the like can be appropriately adopted.

Further, as an example of the effect information display method, selection pattern information 133, 134 regarding operation for each lane is displayed as detailed information of the operation pattern of the changed section. In the selection pattern information 133, the operation pattern information 133a indicating the traveling method of the selected operation plan pattern and the operation plan pattern switching time zone information 133b may be displayed. In the selection pattern 134, the evaluation result (validity) of the selected operation plan pattern may be displayed on the radar charts 134a and 134b. By displaying the selection pattern information 133 and 134, the timing of switching and the validity of switching can be easily understood.

According to the above configuration, even when it is necessary to eliminate traffic congestion, ensure punctuality of public transportation, and review the road infrastructure development plan due to traffic congestion, consider the road congestion situation and usage patterns of various means of transportation. Therefore, it is possible to provide information on public transportation planning at low cost and with high convenience.

According to this embodiment, an appropriate public transportation operation plan can be realized.

(2) Other Embodiments In the above-described embodiment, the case where the present invention is applied to the public transportation operation planning system 1 has been described, but the present invention is not limited to this, and various other embodiments are described. It can be widely applied to public transportation operation planning systems.

Further, in the above-described embodiment, in step S23, the public transport operation plan formulation unit 13 has described a case where an operation plan pattern is generated for each congested section, but the present invention is not limited to this, and step S23 is not limited to this. , Public transport operation plan formulation unit 13 may generate operation plan pattern in all sections.

Further, in the above-described embodiment, in step S24, the public transport operation plan formulation unit 13 has described a case where the generated operation plan pattern is evaluated based on the road use route form information and the public transport operation information. The present invention is not limited to this, and in step S24 or following step S24, the public transport operation planning unit 13 is a subdivision unit of a predetermined period (for example, one hour unit when the predetermined period is a day unit). , Morning and evening, etc., the operation plan pattern may be evaluated using the average value of each day of the week when it is weekly, and every season (quarter) when it is yearly.

In this case, in step S25 or following step S25, the public transport operation plan formulation unit 13 selects a recommended operation plan pattern from the operation plan patterns evaluated using the average value of the subdivision units in a predetermined period. It may be specified.

Further, in this case, for example, the public transport operation plan formulation unit 13 may specify an operation plan pattern having a high total score of each evaluated index as a recommended operation plan pattern in the subdivision unit in a predetermined period. , Each index is weighted, and an operation plan pattern with a high total score to which weighting is added may be specified as a recommended operation plan pattern, or an operation plan pattern that satisfies a predetermined evaluation value may be recommended operation. It may be specified as a planning pattern.

Further, in this case, in step S26 or following step S26, the switching effect output unit 14A generates state information and effect information related to the recommended operation plan pattern specified by the public transportation operation plan formulation unit 13, and generates the route. The state information and the effect information may be transmitted to the user terminals around the system to provide the information.

Further, in the above-described embodiment, the case of switching the traveling method of public transportation as the lane switching has been described, but the present invention is not limited to this, and in addition to this, the position of the center line is changed. You may.

Further, in the above-described embodiment, the congested section and the congestion factor determined by the peripheral road congestion factor determination unit 12 are associated with the road usage form information and the public transportation operation information used for the determination, and are stored in a storage device (not shown). ) May be configured to accumulate.

Further, in the above-described embodiment, the operation plan pattern in which the switching is executed is stored in the storage device (not shown), and the operation plan pattern is based on the past operation plan pattern according to the time zone, the day of the week, or the seasonal variation. The regularity may be calculated, and the components of the road infrastructure may be switched by using the operation planning pattern according to the regularity.

Further, the above-mentioned configurations may be changed, the above-mentioned configurations may be combined, or the above-mentioned configurations may be omitted as long as the gist of the present invention is not changed.

1 …… Public transportation operation planning system, 10 …… Road usage form information collection department, 11 …… Public transportation operation information collection department, 12 …… Peripheral road congestion factor judgment department, 13 …… Public transportation operation planning department, 14 …… Road infrastructure switching control unit.

Claims (7)

It is a public transportation operation planning device for making operation plans related to public transportation.
A creation department that creates an operation plan pattern that includes information on public transportation travel methods, public transportation flights, and road lanes.
Based on road usage information including information on road infrastructure usage that can switch components and public transportation operation information related to public transportation operation, road congestion, convenience, and profitability can be determined. The evaluation department that evaluates the operation plan pattern created by the preparation department as an evaluation index,
A public transportation operation planning device characterized by being equipped with. A determination unit for determining whether or not the pre-divided section is congested based on the road usage form information and the public transportation operation information is provided.
The creation unit creates an operation plan pattern for a section determined to be congested by the determination unit.
The public transportation operation planning device according to claim 1. The preparation department generates an operation plan pattern for all combinations of public transportation driving methods, public transportation flights, and road lanes.
The evaluation unit evaluates all the operation plan patterns created by the preparation unit, and evaluates them.
A specific unit for specifying one operation plan pattern from the operation plan patterns evaluated by the evaluation unit is provided.
The public transportation operation planning device according to claim 1. It is provided with an output unit that transmits the evaluation result of the operation plan pattern evaluated by the evaluation unit to a user terminal located on the road related to the operation plan pattern or within a predetermined range from the road.
The public transportation operation planning device according to claim 1. The road usage form information includes utilization rate information indicating the utilization rate for each attribute and lane of the vehicle traveling on the road, waiting number information indicating the number of people waiting at the bus stop, and persons using the pedestrian crossing. Includes pedestrian crossing information, which indicates the number of people for each attribute, and frequency information, which indicates the frequency of vehicles operating on the shoulder.
The public transportation operation information includes operation information indicating an operation schedule in which the departure time and arrival time of the vehicle are defined, delay time information indicating the delay time for each vehicle, and occupancy rate information indicating the occupancy rate for each vehicle. Is included,
The evaluation unit calculates a value of road congestion based on the utilization rate information, calculates a value of road crossing ease based on the waiting number information and the crossing number information, and uses the operation information. The punctuality value of public transportation is calculated based on the delay time information, the connection ease value of public transportation is calculated based on the operation information, and the work ease value is calculated based on the frequency information. And calculate the profitability value of the public transportation management company based on the boarding rate information.
The public transportation operation planning device according to claim 1. It is a public transportation operation planning method for making an operation plan related to public transportation.
The first step in which the creation department creates an operation plan pattern that includes information on public transportation driving methods, public transportation flights, and road lanes.
Based on the road usage form information including the information related to the usage pattern of the road infrastructure whose components can be switched, and the public transportation operation information related to the operation of public transportation, the evaluation department determines the degree of traffic congestion and convenience of the road. And the second step of evaluating the operation plan pattern created by the preparation department using profitability as an evaluation index, and
A public transportation operation planning method characterized by providing. It is a public transportation operation planning system for making operation plans related to public transportation.
A creation department that creates an operation plan pattern that includes information on public transportation travel methods, public transportation flights, and road lanes.
Based on road usage information including information on road infrastructure usage that can switch components and public transportation operation information related to public transportation operation, road congestion, convenience, and profitability can be determined. The evaluation department that evaluates the operation plan pattern created by the preparation department as an evaluation index,
A public transportation operation planning system characterized by being equipped with.

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