[go: up one dir, main page]

WO2023170964A1 - Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme - Google Patents

Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme Download PDF

Info

Publication number
WO2023170964A1
WO2023170964A1 PCT/JP2022/011088 JP2022011088W WO2023170964A1 WO 2023170964 A1 WO2023170964 A1 WO 2023170964A1 JP 2022011088 W JP2022011088 W JP 2022011088W WO 2023170964 A1 WO2023170964 A1 WO 2023170964A1
Authority
WO
WIPO (PCT)
Prior art keywords
people
route
stop
passengers
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/011088
Other languages
English (en)
Japanese (ja)
Inventor
仁 清水
昭典 藤野
宏 澤田
修功 上田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTT Inc
Original Assignee
Nippon Telegraph and Telephone Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nippon Telegraph and Telephone Corp filed Critical Nippon Telegraph and Telephone Corp
Priority to PCT/JP2022/011088 priority Critical patent/WO2023170964A1/fr
Publication of WO2023170964A1 publication Critical patent/WO2023170964A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/127—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station

Definitions

  • the present disclosure relates to a vehicle operation planning device, a vehicle operation planning support method, and a program.
  • Non-Patent Document 1 a technique has been proposed that minimizes the travel distance of buses. Furthermore, a technology has been proposed that sequentially observes demand and learns an optimal bus operation plan (Non-Patent Document 2).
  • Patent Document 1 a technology has also been proposed in which the number of people in a queue at a bus stop is observed using a surveillance camera and used for bus operation planning.
  • Non-Patent Document 1 calculates a bus operation plan that minimizes the bus travel distance in relation to passenger demand, it is difficult to grasp the actual demand in advance. Furthermore, although the technology disclosed in Non-Patent Document 2 sequentially observes passenger demand and determines a bus operation plan that minimizes the bus travel distance, it is not possible to minimize passenger waiting time. Further, although the technology disclosed in Patent Document 1 allows the number of people in a queue at a bus stop to be observed using a surveillance camera, it is not possible to update the bus operation plan based on the number of people in the queue.
  • the present invention has been made in view of the above points, and provides a bus etc. that minimizes the sum of the cost of the operating company of the bus etc. and the cost of the passengers including waiting time at the bus stop.
  • the purpose is to create a vehicle operation plan.
  • the invention according to claim 1 is a vehicle operation planning device that plans vehicle operations, which includes the number of people in a queue at each stop at the current observed time for each route of vehicles, and the current time from the first train. Waiting to estimate the number of people who selected routes for each route of vehicles at each stop, aggregated by departure point and destination, from the sum of the cumulative number of passengers up until now and the number of people who selected routes in the operation plan at the previous observation time.
  • the operating company of the vehicle and the number of passengers are determined based on the number of people in line estimating the number of passengers, the predicted number of passengers expected after the current observation time, and the number of people selected on the route at the current observation time estimated by the number of people in line estimating the number of passengers in the queue.
  • This is a vehicle operation planning device that includes an operation plan creation section that creates an operation plan assuming that the vehicle will act rationally after the current observation time.
  • the present invention by considering the actual number of people in the queue, the sum of the cost of the vehicle operating company and the cost of passengers including waiting time at the stop can be minimized. This has the effect that a vehicle operation plan can be created.
  • FIG. 1 is a schematic diagram of a communication system 1 in an embodiment of the present invention.
  • FIG. 1 is a hardware configuration diagram of a bus operation planning device according to an embodiment. It is a functional block diagram of the bus operation planning device in an embodiment. It is a conceptual diagram which shows the table which comprises a stop DB, and which shows the table which manages the upper limit of the number of stops of each stop. It is a conceptual diagram which shows the table which comprises a stop DB, and which shows the table which manages a bus boarding time queue. It is a conceptual diagram which shows the table which comprises a stop DB, and which shows the table which manages a penalty matrix (d).
  • d penalty matrix
  • FIG. 3 is a sequence diagram showing a distribution process of operation plan data. It is a flowchart which shows the preparation process of an operation plan. It is a flowchart which shows the preparation process of an operation plan. FIG. 3 is a diagram showing an objective function expressed as an integer linear programming problem.
  • FIG. 2 is a diagram showing constraint conditions expressed as an integer linear programming problem.
  • FIG. 2 is a diagram showing constraint conditions expressed as an integer linear programming problem.
  • FIG. 2 is a diagram showing constraint conditions expressed as an integer linear programming problem. It is a diagram explaining variables. It is a diagram showing a passenger's route selection plan (variable z). It is a diagram showing a matrix number planning (variable w). It is a diagram showing a bus route operation plan (variable V).
  • (a) is a diagram showing one item (record) of the number of people in queue DB
  • (b) is a diagram showing the cumulative total in one item (record) of the number of passengers DB
  • (c) is the optimization result at time (t-1)
  • (d) is a diagram showing the estimation result of the number of people in the queue at time (t).
  • FIG. 1 is a schematic diagram of a communication system 1 in an embodiment of the present invention.
  • the communication system 1 is constructed by a bus operation planning device 2, sensors 6a, 6b, and a communication terminal 9.
  • the bus operation planning device 2 is a device that plans on-demand bus operations, which are expected to develop in the future.
  • On-demand bus service differs from the conventional bus service, which operates on a fixed route at a predetermined time (strictly speaking, at a "date and time"), by taking into account the number of people queuing at a stop in real time. This is a method to flexibly increase or decrease the number of buses on specific routes.
  • the bus operation planning device 2 of this embodiment not only considers the number of people waiting in a queue for a predetermined route at a stop, but also takes into account the personnel costs of the bus company, the fuel costs of the bus, etc., and makes a comprehensive judgment. Create a bus schedule.
  • the bus operation planning device 2 is an example of a vehicle operation planning device. In the future, vehicles will also include on-demand taxis, etc., which will provide services such as driving in predetermined alleys.
  • a signpost 5a for a route bound for a and a signpost 5b for a route bound for b are installed. Further, the signpost 5a is provided with a sensor 6a for observing the number of people in the queue for the route bound for a. Similarly, the signpost 5b is provided with a sensor 6b for observing the number of people in the queue for the line bound for b. Each sensor 6a, 6b transmits data indicating the number of people in each queue to the bus operation planning device 2 in real time via a communication network 100 such as the Internet. Manage the number of people in line.
  • a bus 8 is waiting at the office 7 of the bus operating company, and the bus 8 is equipped with a communication terminal 9.
  • the communication terminal 9 receives the data of the operation plan according to the bus operation plan from the bus operation planning device 2 via the communication network 100, so that the bus 8 departs from the office 7 at the time according to the operation plan, Operate routes according to the operation plan.
  • any one of the plurality of signposts 5a, 5b, etc. will be referred to as a "signpost 5.”
  • any sensor among the plurality of sensors 6a, 6b, etc. will be referred to as “sensor 6”.
  • FIG. 1 for convenience of explanation, one bus operation planning device 2 is shown, but there may be a plurality of bus operation planning devices. However, even if there is a plurality of bus operation planning devices, they will be collectively referred to as the bus operation planning device 2.
  • one stop 4 is shown in FIG. 1, there are actually multiple stops. Furthermore, in FIG. 1, one stop 4 has two route sign posts 5a and 5b installed, but one stop may have one route sign post, and one stop 4 has two route sign posts 5a and 5b installed. There may be three or more route signposts installed. The number of sensors 6 increases or decreases according to the number of signposts 5. Further, although FIG. 1 shows a case where one bus 8 is waiting at one business office 7, a plurality of buses may be waiting. Each of the multiple buses is equipped with a communication terminal.
  • the communication terminal 9 may not be installed on the bus 8, but may be installed in the administrative office of the business office 7, etc. In this case, the office manager informs the bus driver of the bus's departure time and route.
  • FIG. 2 is a hardware configuration diagram of the bus operation planning device according to the embodiment.
  • the bus schedule device 2 includes a processor 201, a memory 202, an auxiliary storage device 203, a connection device 204, a communication device 205, and a drive device 206. Note that each piece of hardware constituting the bus operation planning device 2 is interconnected via a bus 207.
  • the processor 201 plays the role of a control unit that controls the entire bus operation planning device 2, and includes various calculation devices such as a CPU (Central Processing Unit). Processor 201 reads various programs onto memory 202 and executes them. Note that the processor 201 may include GPGPU (General-purpose computing on graphics processing units).
  • GPGPU General-purpose computing on graphics processing units
  • the memory 202 includes main storage devices such as ROM (Read Only Memory) and RAM (Random Access Memory).
  • the processor 201 and the memory 202 form a so-called computer, and when the processor 201 executes various programs read onto the memory 202, the computer realizes various functions.
  • the auxiliary storage device 203 stores various programs and various information used when the various programs are executed by the processor 201.
  • connection device 204 is a connection device that connects an external device (for example, a display device 210, an operation device 211) and the bus operation planning device 2.
  • the communication device 205 is a communication device for transmitting and receiving various information with other devices.
  • the drive device 206 is a device for setting the recording medium 230.
  • the recording medium 230 herein includes a medium that records information optically, electrically, or magnetically, such as a CD-ROM (Compact Disc Read-Only Memory), a flexible disk, and a magneto-optical disk. Further, the recording medium 230 may include a semiconductor memory that electrically records information, such as a ROM (Read Only Memory) or a flash memory.
  • the various programs to be installed in the auxiliary storage device 203 are installed by, for example, setting the distributed recording medium 230 in the drive device 206 and reading out the various programs recorded on the recording medium 230 by the drive device 206. be done.
  • various programs installed in the auxiliary storage device 203 may be installed by being downloaded from a network via the communication device 205.
  • FIG. 3 is a functional configuration diagram of the bus operation planning device in the embodiment.
  • the bus operation planning device 2 includes a transmitting/receiving section 21, an operation plan creating section 22, a queue estimating section 23, and a storage/reading section 29.
  • Each of these parts is a function that the processor 201 causes the bus operation planning device 2 to implement using one or more programs installed in the bus operation planning device 2.
  • a stop DB (Data Base) 31 a route DB 32, a queue number DB 33, a passenger number DB 34, and a demand forecast DB 35 are constructed.
  • FIG. 4 is a conceptual diagram showing a table constituting the stop DB and a table for managing the upper limit of the number of cars stopping at each stop.
  • the value of the upper limit E of the number of buses stopping is managed for each stop ID for identifying the stop. For example, it is indicated that only three buses can stop at the stop indicated by the stop ID "bs1" at the same time.
  • the ID is an example of identification information (the same applies hereinafter).
  • FIG. 5 is a conceptual diagram showing a table configuring the stop DB and a table for managing a bus boarding time matrix. As shown in FIG. 5, the boarding time (minutes) when the bus travels between each stop is managed based on the relationship between the boarding stop ID and the alighting stop ID.
  • FIG. 6 is a conceptual diagram showing a table configuring the stop DB and a table for managing a penalty matrix.
  • the time (minutes) it takes for a passenger to travel is managed based on the relationship between the departure point ID or destination ID and the stop ID. For example, it takes 0 minutes to walk from your home (d1), which is the departure point, to the bus stop closest to your home (ID: bs1), but it takes 30 minutes to walk from your home (d1) to the bus stop (ID: bs2), so This will be treated as a penalty when using each bus stop.
  • FIG. 7 is a conceptual diagram showing a table constituting the stop DB and a penalty matrix.
  • the time (minutes) required for a passenger to travel without using a bus route is managed based on the relationship between the departure point ID and the destination ID. For example, when going from your home, which is your starting point, to a movie theater at your destination, this is equivalent to the criteria for determining whether using a bus route is more advantageous in terms of travel time. (minutes) will be treated as a penalty.
  • FIG. 8 is a conceptual diagram showing a table configuring the route DB.
  • the route DB 32 stop IDs from the first stop ID to the last stop are managed for each route ID.
  • FIG. 9 is a conceptual diagram showing a table configuring the queuing number DB (observation data).
  • the number of people queuing DB 33 manages the number of people queuing in real time actually observed by the sensor 6 for each predetermined route ID using the stop ID of the stop of a predetermined boarding at a predetermined time. As a result, for example, as shown in FIG. 1, even if the stop 4 is the same, if the signposts 5a and 5b of the lines on which the lines are lined up are different, the number of people queuing can be managed separately.
  • FIG. 10 is a conceptual diagram showing a table forming the passenger number DB (observation data).
  • the passenger number DB 34 the number of passengers actually observed by the sensor 6 is managed for each predetermined route ID using a stop ID indicating a stop for a predetermined ride in a predetermined time period. For example, 30 people boarded one or more buses on the same route (ID; r1) at the same stop (ID: bs1) in the 10 minutes from 5:00 to 5:10 on 2022.1.1. It has been shown that
  • FIG. 11 is a conceptual diagram showing the tables that constitute the demand forecast DB.
  • the demand forecast DB 35 manages the predicted number of passengers (predicted demand number) for each predetermined destination ID at a predetermined departure point ID in a predetermined time period. For example, the number of passengers predicted to travel from a departure point in a certain area (for example, around 1-1 Street) to a certain destination in a certain area (for example, around 9-9 Street) is Managed. Note that "passengers" include not only those who use buses, but also those who consider using buses and then travel without using buses.
  • the transmitting/receiving unit 21 transmits and receives data to and from other devices.
  • the transmitting/receiving unit 21 receives observation data from the sensor 6 or transmits data on the current (t) operation plan to the communication terminal 9 related to the bus 8.
  • the operation plan creation unit 22 calculates the number of people waiting in line at the current observation time (hereinafter, “current observation time” may be referred to as “current time”) for each route of the vehicle at each stop, and the number of people queuing from the first train to the current time. From the sum of the cumulative number of passengers and the number of people who selected the route in the operation plan at the previous observation time, we estimate the number of people who selected the route for each route of the vehicles at each stop, tabulated by departure point and destination.
  • the queuing number estimating unit 23 determines whether the vehicle operating company and passengers are at the current observation time based on the predicted number of passengers expected after the current time and the number of route selections at the current time estimated by the queuing number estimating unit 23.
  • the operation plan is created assuming that the vehicle will behave rationally thereafter.
  • the storage/reading unit 29 stores predetermined data in each of the DBs 31 to 35 and reads predetermined data from each of the DBs 31 to 35.
  • FIG. 12 is a sequence diagram showing the operation plan data distribution process.
  • a sensor 6a installed on the signpost 5a of the route bound for bus stop 4 observes the number of people queuing, and the observation data indicating the result of this observation is sent to the bus operation planning device 2. (S1).
  • the transmitting/receiving section 21 of the bus operation planning device 2 receives the observed data, and the storage/reading section 29 stores the observed data in the number of queues DB 33.
  • the observation data shows one record in FIG.
  • the sensor 6b installed on the signpost 5b of the route bound for bus stop 4 observes the number of people in the queue, and transmits observation data indicating the result of this observation to the bus operation planning device 2 (S2).
  • the transmitting/receiving section 21 of the bus operation planning device 2 receives the observed data, and the storage/reading section 29 stores the observed data in the number of queues DB 33. Note that both the process (S1) and the process (S2) are repeated periodically (for example, once every 10 minutes).
  • FIGS. 13 to 23 are flowcharts showing the operation plan creation process.
  • FIG. 15 is a diagram showing an objective function expressed as an integer linear programming problem.
  • each part P1 to P7 of the objective function indicates the following contents.
  • FIGS. 16 to 18 are diagrams showing constraint conditions expressed as an integer linear programming problem.
  • FIG. 19 is a diagram explaining each variable shown in FIGS. 15 to 18.
  • Equation 1 The number of passengers is equal to the sum of the number of people choosing other than the bus and the number of people boarding the bus.
  • Equation 2 The difference between the total number of people queuing and the total number of people riding the bus.
  • Constraint formula 3 where is the number of people in the queue: Constraint that all passengers board the last bus (the number of people in the queue is 0 at the last time) Equation 4: The total number of passengers is less than or equal to bus capacity C.
  • Constraint Equation 5 The total number of buses in operation is less than or equal to the upper limit number U.
  • Constraint Equation 6 The total number of buses stopping at stop m is, Constraint equations 7 to 10, where the number of buses is less than or equal to the upper limit E_m: Constraint equation 11, where the number of buses is a non-negative integer: Constraint equation 12, where the number of buses is a non-negative integer: The number of passengers who wish to travel (passenger demand forecast) is a non-negative integer.
  • Constraint Equation 13 The current number of people selected z is given as a non-negative integer.
  • Constraint Equation 14 The current number of people queuing w is given as a non-negative integer. 14 will be explained.
  • the storage/reading unit 29 reads the inter-stop boarding time matrix ⁇ , the penalty matrix d, and the maximum number of stopping buses E from the stop DB 31, and reads bus route candidates from the route DB 32.
  • the number of passengers (predicted demand number) x is read out from the demand forecast DB 35.
  • the operation plan creation unit 22 initializes the current time t to 0 in the objective function of FIG. 15 (S12).
  • a "temporary operation plan” is created for the time being, and in the processes (S15 to S17) described later, a "temporary operation plan" is created based on observation data indicating the current number of people in the queue obtained from the sensor 6 of each stop. , an ⁇ actual operation plan'' for operating the waiting buses is created.
  • the contents of the operation plan will be briefly explained (see FIG. 19).
  • Number of non-passengers a is the number of people who travel to their destination without using the bus (those who choose not to use the bus), assuming that people who queue at the bus stop always get on the bus. It is the number of passengers indicating the number of people.
  • Numberer of passengers b is the number of passengers, which is the number of people who travel by bus (people who choose to ride the bus).
  • the "route selection planned number of passengers z" indicates the number of passengers who select and board a bus on a predetermined route at a predetermined stop in order to travel from a predetermined departure point to a predetermined destination during a predetermined time period.
  • the "planned number of passengers w" indicates the number of passengers who want to travel from a predetermined departure point to a predetermined destination at a predetermined time and line up in a queue for a predetermined route.
  • Numberer of buses in operation V indicates the number of buses operating on a predetermined route during a predetermined time period.
  • the operation plan creation unit 22 sets the current time t to (t+1) in the objective function of FIG. 15 (S14).
  • the storage/reading unit 29 reads the number of people queuing w(t) at the current time t for each bus route at each stop from the number of people queuing DB 33, and reads out the number of people queuing w(t) at the current time t for each bus route at each stop from the number of passengers DB 34.
  • the number of passengers b(t) is read out (S15).
  • the number of people in the queue estimating unit 23 calculates the sum of the number of people in the queue for each bus route at each stop w(t) and the cumulative total of the number of passengers b(t) and (a part of (Equation 2) ), from the route selection z(t-1) of the operation plan ((t-1) version), estimate the route selection z(t) for each bus route at each stop tabulated by departure point and destination (S16 ).
  • the passenger route selection plan (variable z), the queue number plan (variable w), and the bus route operation plan (variable V) will be explained using FIGS. 20 to 22.
  • FIG. 20 is a diagram showing a passenger's route selection plan (variable z). As shown in FIG. 20, in the data of the passenger's route selection plan, for each stop ID and route ID of the boarding stop in a predetermined time period, the departure point ID, the stop ID of the alighting stop, and the destination ID are used. , and the number of route selections (z) are associated.
  • FIG. 21 is a diagram showing the matrix number planning (variable w). As shown in FIG. 21, in the queuing number planning data, the stop ID of the boarding stop, route ID, and queuing number planning (w) are associated for each time. Note that the number of people in the queue (w) shown in FIG. 9 is the number of people in the queue actually observed by the sensor 6, whereas the number of people in the queue (w) in FIG. 21 is the number of people who are planning to queue. (planned) number of people in line.
  • FIG. 22 is a diagram showing a bus route operation plan (variable V). As shown in FIG. 22, in the bus route operation plan data, a route ID and the number (V) of buses that should operate on the route related to this route ID are associated with each time slot.
  • FIG. 23 (a) is a diagram showing one item (record) of the number of people in queue DB, (b) is a diagram showing the cumulative total in one item (record) of the number of passengers DB, and (c) is the optimum at time (t-1). (d) is a diagram showing the estimation result of the number of people in the queue at time (t).
  • FIG. 23(a) is data that shows one record of FIG. 9 again for reference.
  • FIG. 23(b) is data showing the cumulative number of passengers from the first train in one record of FIG. 10 for reference.
  • the number of passengers (b) in FIG. 23(b) is a value corresponding to b in (Equation 2) of the constraint condition.
  • the number of people who lined up at the sign post for the predetermined route (r1) at the predetermined stop (ID: bs1) between 5:10 and the first train is 36 (36 people lined up at 5:10).
  • the operation plan creation unit 22 determines that the operating company and passengers will act rationally after the observation based on the assumed passenger demand forecast x and route selection z(t) after the current time t. Assuming this, an operation plan (T version) (number of non-boarders a, number of passengers b, planned number of route selection z, planned number of people in line w, number of operating vehicles V) is created (S17).
  • the transmitting/receiving unit 21 distributes the data of the bus operation plan (T version) (S18/S4 in FIG. 4).
  • the operation plan creation unit 22 determines whether the bus company has ended its operations (S19). If the business has not ended (S19; NO), the process returns to the process of FIG. 13 (S14). After this, in the process (S15), the storage/reading unit 29 updates the number of passengers b(t) at the current time t. On the other hand, if the business has ended (S19; YES), the operation plan creation process ends.
  • the bus operation planning device 2 formulates an optimization problem in which the waiting time at the route signpost at the stop is used as the objective function and the queue is incorporated as the constraint.
  • the breakdown is estimated using the observed value from the sensor 6 of the number of people in the queue (we know which route to take, but we do not know which stop to get off at, so it is estimated: multiple routes at one stop), An optimal solution can be found that takes into account the benefits for both the operating company and passengers.
  • the present invention is not limited to the above-described embodiments, and may have the following configuration or processing (operation).
  • Each functional configuration of the bus operation planning device 2 can be realized by a computer and a program as described above, but this program can also be recorded on a (non-temporary) recording medium and presented, or it can be provided through a network such as the Internet. It is also possible.
  • Communication system 2 Bus operation planning device (an example of vehicle operation planning device) 4 Stops 5a, 5b Signposts 6a, 6b Sensor 7 Office 8 Bus (an example of vehicle) 9 Communication terminal 10 Terminal position 21 Transmitting/receiving section (an example of a transmitting section, an example of a receiving section) 22 Operation plan creation section 23 Queue number estimation section 29 Storage/reading section 31 Stop DB 32 Route DB 33 Number of people in line DB 34 Number of passengers DB 35 Demand forecast DB 100 Communication network

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

Le but de la présente invention est de créer un plan de service pour des véhicules tels que des bus, moyennant quoi il est possible de réduire au minimum la somme des coûts d'une société faisant fonctionner des véhicules tels que des bus et les coûts des passagers comprenant le temps passé à attendre aux arrêts de bus.　Par conséquent, la présente divulgation concerne un dispositif de planification de service de véhicule qui est destiné à planifier un service de véhicule et comprend : une unité d'estimation de nombre de mise en file d'attente qui estime le nombre de personnes choisissant un itinéraire pour chaque itinéraire de véhicule à chacun des arrêts totalisés par l'emplacement de départ et la destination sur la base du total du nombre de personnes en attente dans des files d'attente au temps d'observation actuel pour chacun des itinéraires de véhicule au niveau de chacun des arrêts et du nombre cumulé de passagers du premier départ à l'heure actuelle, et sur la base du nombre de personnes choisissant les itinéraires dans un plan de service au temps d'observation précédent ; et une unité de création de plan de service pour créer un plan de service sous l'hypothèse que la société faisant fonctionner les véhicules et les passagers agira de manière rationnelle à partir du temps d'observation actuel sur la base de la demande de passager prédite attendue à partir du temps d'observation actuel et du nombre de personnes choisissant les itinéraires au temps d'observation actuel estimé par l'unité d'estimation de nombre de file d'attente.
PCT/JP2022/011088 2022-03-11 2022-03-11 Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme Ceased WO2023170964A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/011088 WO2023170964A1 (fr) 2022-03-11 2022-03-11 Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/011088 WO2023170964A1 (fr) 2022-03-11 2022-03-11 Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme

Publications (1)

Publication Number Publication Date
WO2023170964A1 true WO2023170964A1 (fr) 2023-09-14

Family

ID=87936528

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/011088 Ceased WO2023170964A1 (fr) 2022-03-11 2022-03-11 Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme

Country Status (1)

Country Link
WO (1) WO2023170964A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010244177A (ja) * 2009-04-02 2010-10-28 Av Planning Center:Kk デマンドバスシステム
JP2015184779A (ja) * 2014-03-20 2015-10-22 株式会社日立製作所 運行計画サーバ、およびダイヤ作成方法
JP2020160605A (ja) * 2019-03-25 2020-10-01 株式会社日立製作所 移動サービスシステムおよび移動サービス提供方法
JP2021177411A (ja) * 2019-06-28 2021-11-11 株式会社NearMe プログラム、情報処理方法及び情報処理装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010244177A (ja) * 2009-04-02 2010-10-28 Av Planning Center:Kk デマンドバスシステム
JP2015184779A (ja) * 2014-03-20 2015-10-22 株式会社日立製作所 運行計画サーバ、およびダイヤ作成方法
JP2020160605A (ja) * 2019-03-25 2020-10-01 株式会社日立製作所 移動サービスシステムおよび移動サービス提供方法
JP2021177411A (ja) * 2019-06-28 2021-11-11 株式会社NearMe プログラム、情報処理方法及び情報処理装置

Similar Documents

Publication Publication Date Title
Taniguchi et al. Intelligent transportation system based dynamic vehicle routing and scheduling with variable travel times
Wallar et al. Vehicle rebalancing for mobility-on-demand systems with ride-sharing
Nourinejad et al. Vehicle relocation and staff rebalancing in one-way carsharing systems
Janic Air transport system analysis and modelling
JP6589499B2 (ja) 行動制御システム及び行動制御方法
US20100299177A1 (en) Dynamic bus dispatching and labor assignment system
TWI706339B (zh) 配送計畫系統、配送計畫方法及程式
JP2020086945A (ja) 配車管理装置、配車管理方法及び配車管理用コンピュータプログラム
WO2022130705A1 (fr) Système et procédé d'aide au déplacement
JP2021015379A (ja) 配車処理装置
WO2021002218A1 (fr) Système informatique, support de stockage et programme
Wang et al. Promising solutions for railway operations to cope with future challenges—Tackling COVID and beyond
CN115298519A (zh) 用于按需运输的可配置服务时间
WO2023170964A1 (fr) Dispositif de planification de service de véhicule, procédé d'aide à la planification de service de véhicule et programme
JP7371769B2 (ja) 修正リスク出力装置、修正リスク出力方法および修正リスク出力プログラム
CN111770868B (zh) 用于在路线网络上调度或控制多个运输工具运动的方法
Truden et al. Analysis of schedules for rural first and last mile microtransit services
JP2022006482A (ja) ナビゲーション装置、及びナビゲーション方法
JP7528844B2 (ja) 情報処理装置、及び、情報処理方法
Sánchez-Martínez Real-time operations planning and control of high-frequency transit
JP2021099648A (ja) 情報処理装置、情報処理方法および情報処理プログラム
Galagedera et al. Airport curbside and parking area operations at BIA–analysis of user behavior
Deng et al. A modelling study of a taxi service operation
JP2020046885A (ja) 情報処理装置
Amor et al. The new formulation for the Integrated Dial-a-Ride Problem with Timetabled fixed route service

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22930944

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22930944

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP