Calculation system and determination method

Abstract

To make it possible to adjust a driving interval based on an impact risk on passengers.SOLUTION: An arithmetic system includes: a boarding / alighting prediction unit that predicts information on passengers' boarding / alighting at each boarding / alighting place for a plurality of moving bodies that passengers board / alight from and move to a predetermined boarding / alighting place in order according to a predetermined timetable; a risk evaluation unit that calculates a risk value, which is an index indicating the magnitude of an impact risk on passengers, based on the information on the passengers' boarding / alighting for each moving body and each boarding / alighting place, and based on at least one of the number of people staying, the number of boarding / alighting people, a required stop time, a delay time that is behind the timetable, and a boarding rate; and a driving interval adjustment unit that determines an extension time for the moving body to stop at the boarding / alighting place based on the calculated risk value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a computing system and a decision method. [Background technology]

[0002] Public transportation is an essential means of transportation for local residents who do not have their own personal means of transportation such as a personal car, and functions as infrastructure that supports the lives of local residents. On the other hand, there are cases where accidents occurring during operation make it impossible to carry out planned operations, which can affect the movement of many passengers for a long period of time. In response to this, operation managers constantly monitor the situation of operation delays and adjust operation intervals to reduce the impact on passengers depending on the situation. In order to accurately adjust operation intervals, it is important to predict operation schedules to grasp possible future disruptions. As a method of predicting operation schedules, there is a method of predicting a schedule taking into account passenger boarding and alighting times. Patent Document 1 discloses a train operation control system that is characterized by comprising: a number of people estimation device that estimates at least one of the number of people in a train and the number of people on a station platform using image data output from multiple cameras; and a train rescheduling device that uses the number of people estimation information estimated by the number of people estimation device and schedule information to predict the boarding and alighting times for the train and reschedule operations. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2017 / 168585 Summary of the Invention [Problem to be solved by the invention]

[0004] The invention described in Patent Document 1 does not take into consideration the risk of impacts on passengers when adjusting train intervals. [Means for solving the problem]

[0005] The computing system according to a first aspect of the present invention includes a boarding and alighting prediction unit that predicts information regarding passengers getting on and off at each of a plurality of moving objects that move in order from a predetermined boarding and alighting location to a predetermined boarding and alighting location according to a predetermined timetable, the boarding and alighting prediction unit including: before The system is equipped with a risk assessment unit that calculates a risk value, which is an index of the magnitude of the risk of impact on passengers, based on at least one of the number of people remaining, the number of people boarding and alighting, the required stop time, the delay time which is a delay from the timetable, and the occupancy rate for each moving object and each boarding and alighting location, and a driving interval adjustment unit that determines an extension time for the stop of the moving object at the boarding and alighting location based on the calculated risk value. A method for determining whether a passenger is getting on or off at a specific boarding and alighting location is a method for determining whether a passenger is getting on or off at a specific boarding and alighting location, the method comprising the steps of: before The method includes calculating, for each moving object and for each boarding and alighting location, a risk value which is an index showing the magnitude of the risk of an impact on passengers based on at least one of the number of people remaining, the number of people boarding and alighting, the required stop time, the delay time which is a delay from the timetable, and the occupancy rate, and determining an extension time for the stop of the moving object at the boarding and alighting location based on the calculated risk value. Effect of the Invention

[0006] According to the present invention, the operation interval can be adjusted based on the risk of impact on passengers. [Brief description of the drawings]

[0007] [Figure 1] Calculation system configuration diagram [Diagram 2] A diagram showing an example of passenger demand data [Diagram 3] FIG. 13 is a diagram showing an example of timetable information. [Figure 4] A diagram showing an example of a risk value calculation table [Diagram 5] A diagram showing an example of a risk level table [Figure 6] A diagram showing an example of risk assessment data [Figure 7] A diagram showing an example of a timetable revision proposal [Figure 8] Flowchart showing the operation of the risk assessment unit [Figure 9] Flowchart showing the operation of the operation interval adjustment unit [Figure 10] Flowchart showing the process of the timetable revision proposal output unit [Figure 11] FIG. 10 shows an example of a bus stop risk value calculation table in Modification 1. [Figure 12] FIG. 23 is a diagram showing an example of risk change information in Modification 6. [Figure 13] FIG. 23 shows an example of a timetable revision proposal to which a risk level has been added in Modification 7. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] --Embodiment-- Hereinafter, an embodiment of the calculation system will be described with reference to Fig. 1 to Fig. 10. The calculation system described in this embodiment determines an extension time for the stop of each of a plurality of moving bodies that move in order from predetermined boarding and alighting locations to each other according to a predetermined timetable, where passengers get on and off. In this embodiment, the moving body is a "bus" and the boarding and alighting locations are called "bus stops" or "departure and arrival points."

[0009] (composition) 1 is a configuration diagram of a computing system 1 according to the present invention. The computing system 1 is a single hardware device, and includes a central control device 11, an input device 12, an output device 13, a communication device 14, a main memory device 15, and an auxiliary memory device 16. The communication device 14 is connected to an external system 2 and an external server 3 via a network 4.

[0010] The central control unit 11 is, for example, a CPU, which deploys a program stored in a ROM (not shown) in a main memory device 15 and executes it. The input device 12 is a hardware device for transmitting instructions from a user of the computing system 1 (hereinafter referred to as a "user") to the central control unit 11, and is, for example, any one of a keyboard, a mouse, and a pressure-sensitive sheet disposed on the surface of a touch panel.

[0011] The output device 13 is a hardware device that presents the results of the calculations performed by the calculation system 1 to the user, and is, for example, a liquid crystal display or a printer. However, the input device 12 and the output device 13 may be integrated, for example, configured as a touch panel. The communication device 14 is a communication module that performs communication via wire or wirelessly. The main memory device 15 is a high-speed readable / writable memory device, for example, a dual inline memory module (DIMM). The auxiliary memory device 16 is a non-volatile memory device, for example, a hard disk drive.

[0012] The main memory device 15 stores a risk assessment unit 21, an operation interval adjustment unit 22, a timetable revision proposal output unit 23, a delay information acquisition unit 24, a threshold setting unit 25, and a boarding / alighting prediction unit 26. These are shown as functional blocks representing the functions of the calculation system 1, and each functional block may be realized by an individual program, or multiple functional blocks may be realized by one program.

[0013] The auxiliary storage device 16 stores passenger demand data 31, timetable information 32, a risk value calculation table 33, a risk level table 34, risk assessment data 35, and a timetable revision proposal 36. Of these, the passenger demand data 31, the timetable information 32, and the risk value calculation table 33 are data that are prepared in advance, and the risk assessment data 35 and the timetable revision proposal 36 are data that are created by the processing of the calculation system 1 of this embodiment.

[0014] The risk assessment unit 21 calculates a risk value, which is an index showing the magnitude of the risk of the impact of the bus on passengers, for each bus and each bus stop based on the number of people waiting, the number of people getting on and off, the necessary stop time, and the occupancy rate, based on the predictions by the boarding / alighting prediction unit 26. The operation interval adjustment unit 22 determines the extension time for buses to stop at bus stops based on the risk values ​​calculated by the risk assessment unit 21. The timetable revision proposal output unit 23 generates a timetable revision proposal 36 by revising the timetable information 32 based on the extension time determined by the operation interval adjustment unit 22, and outputs it from the output device 13.

[0015] The delay information acquisition unit 24 acquires delay information related to bus delays via the communication device 14. For example, the delay information is information that "the progress of bus C is delayed by 5 minutes between bus stop BS1 and bus stop BS2." The boarding and alighting prediction unit 26 refers to the passenger demand data 31 and predicts the number of passengers boarding and alighting for each bus and each bus stop.

[0016] The threshold setting unit 25 sets a risk threshold, which is a threshold for a risk value, based on an input from a user via the input device 12. For example, the user may directly input a value for the risk threshold using a keyboard, or may use a mouse or a touch panel to select a value from a plurality of options prepared in advance as the risk threshold. Furthermore, the user may specify a risk level as the threshold instead of the risk value, and in this case, the threshold setting unit 25 may set the specified risk level as is, or may convert the risk level into a risk value by referring to a risk level table 34.

[0017] (Data Composition) Each piece of data stored in the auxiliary storage device 16 will be described below with reference to FIGS.

[0018] FIG. 2 is a diagram showing an example of passenger demand data 31. The passenger demand data 31 stores information on passenger demand for each time. Specifically, the passenger demand data 31 stores a plurality of combinations of time, a bus stop as a departure point, a bus stop as a destination point, and a number of people. For example, the first record shown in FIG. 2 shows that at 10:00, one person who wants to go from bus stop BS1 to bus stop BS2 appears. In this embodiment, it is assumed that if a bus arrives at the same time, the person will board the bus, and if a bus does not arrive at the same time, the person will continue to wait at the bus stop until the bus arrives. The passenger demand data 31 is collected or calculated in advance by a known method.

[0019] Fig. 3 is a diagram showing an example of the timetable information 32. The timetable information 32 stores scheduled bus operation information, specifically, information on the departure time for each vehicle and departure point. In the example shown in Fig. 3, the departure times of vehicles A to C from bus stops BS1 to BS6 are listed.

[0020] FIG. 4 is a diagram showing an example of the risk value calculation table 33. The risk value calculation table 33 shows risk values ​​for predicted values ​​of the number of people staying, the number of people getting on and off, and the occupancy rate after getting on and off. The risk value is an index showing the magnitude of risk, and the larger the value, the higher the risk, and the smaller the value, the better. The number of people staying is the number of people staying at the bus stop. The number of people getting on and off is the sum of the number of people getting on the bus that has arrived and the number of people getting off the bus that has arrived. The number of people boarding is approximately the same as the number of people staying, and the number of people staying is greater than the number of people boarding only when the bus is full and cannot be boarded. The occupancy rate after getting on and off is the ratio between the number of passengers on the bus when it departs from the bus stop and the capacity of the bus. However, the occupancy rate may be the ratio between the number of passengers on the bus and the number obtained by multiplying the capacity of the bus by a predetermined coefficient, for example, 2.

[0021] Fig. 5 is a diagram showing an example of the risk level table 34. The risk level table 34 shows the correspondence between the total risk value and the risk level. For example, if the number of people remaining at a bus stop is 15, the number of people getting on and off is 25, and the occupancy rate after boarding is 75%, according to the example of Fig. 4, the total risk value is the sum of 1, 2, and 1, so it is 4. According to the example of Fig. 5, the risk level corresponding to a risk value of "4" is identified as "2".

[0022] 6 is a diagram showing an example of the risk assessment data 35. The risk assessment data 35 stores the results of calculations performed by the risk assessment unit 21.

[0023] FIG. 7 is a diagram showing an example of a timetable revision proposal 36. In the timetable revision proposal 36, the planned time, the predicted value, and the revision proposal are described for each departure and arrival point and for each bus. The planned time is the departure time that was originally scheduled and is described in the timetable information 32. The predicted value is the predicted departure time of the bus calculated by the risk assessment unit 21 based on the delay information. The revision proposal is the time obtained by adding the extension time calculated by the operation interval adjustment unit 22 to the planned time. The timetable revision proposal output unit 23 generates the timetable revision proposal 36 using the calculation result of the operation interval adjustment unit 22 and the timetable information 32. In the example shown in FIG. 7, the changed parts are shown in bold, but they may be displayed in other ways, such as by adding underlines or changing the color.

[0024] (operation) FIG. 8 is a flowchart showing the operation of the risk assessment unit 21. The risk assessment unit 21 starts operating when the delay information acquisition unit 24 acquires delay information. First, in step S301, the risk assessment unit 21 determines the vehicle to be evaluated. For example, if the delay information is information that "the progress of bus C is delayed by 5 minutes between bus stop BS1 and bus stop BS2," the risk assessment unit 21 determines the vehicle to be evaluated as bus C. In the following step S302, the risk assessment unit 21 calculates the number of people remaining at each bus stop from the starting point to the end point of the evaluated vehicle, and the number of passengers getting on and off. The risk assessment unit 21 calculates the number of people remaining based on the passenger demand data 31, assuming that the number of people remaining at the time when the previous bus departs is zero. The risk assessment unit 21 calculates the number of people getting off at each bus stop using the cumulative total of the passenger demand data 31 from the starting bus stop of the evaluated vehicle.

[0025] In the following step S303, the risk assessment unit 21 calculates the risk value and risk level at each bus stop. The risk assessment unit 21 refers to risk value calculation table 33 to calculate the risk value, and refers to risk level table 34 to calculate the risk level. In the following step S305, the risk assessment unit 21 stores the calculation results of steps S302 to S304 as risk assessment data 35. In the following step S306, the risk assessment unit 21 starts up the operation interval adjustment unit 22 with the evaluation target vehicle determined in step S301 as the processing target, and ends the processing shown in Fig. 8.

[0026] Fig. 9 is a flowchart showing the operation of the driving interval adjustment unit 22. The driving interval adjustment unit 22 is started from step S305 of the risk assessment unit 21. In step S321, the driving interval adjustment unit 22 determines the vehicle designated by the risk assessment unit 21 at the time of starting as the evaluation vehicle and proceeds to step S322. In step S322, the driving interval adjustment unit 22 refers to the information of the evaluation vehicle in the risk assessment data 35 in order from the starting side, and ends the processing of Fig. 9 if it is determined that the risk values ​​of all bus stops are less than the risk threshold, and proceeds to step S323 if it is determined that at least one risk value is equal to or greater than the risk threshold. Note that the evaluation may be performed using a risk level instead of the risk value.

[0027] In step S323, the driving interval adjustment unit 22 judges whether or not a preceding vehicle exists. If the driving interval adjustment unit 22 judges that a vehicle preceding the evaluation vehicle exists, the process proceeds to step S324, and if the driving interval adjustment unit 22 judges that a preceding vehicle does not exist, the process of FIG. 9 ends. In step S324, the driving interval adjustment unit 22 adjusts the stop time of the vehicle preceding the evaluation vehicle (hereinafter referred to as the "first preceding vehicle") to make the risk value of the evaluation vehicle equal to or less than the risk threshold. The bus stop for which the stop time is adjusted in this case is the bus stop closest to the starting point where the risk value of the evaluation vehicle is equal to or greater than the risk threshold. Since the adjustment of the stop time in this step is an adjustment to lengthen the stop time, it can also be said to be a process of determining an extension time.

[0028] In the next step S325, the driving interval adjustment unit 22 causes the risk assessment unit 21 to execute the processes of steps S301 to S305 to perform a risk assessment of the first preceding vehicle. Even if a risk assessment of the first preceding vehicle has already been performed in advance, recalculation is necessary because the time at which the first preceding vehicle departs from the bus stop has changed due to the process of step S324. In the next step S326, the driving interval adjustment unit 22 changes the evaluated vehicle to the first preceding vehicle and returns to step S322.

[0029] Just to be sure, the outline of the processing from step S322 onwards for the second time will be explained. In step S322 for the second time, the driving interval adjustment unit 22 compares the risk value of the first leading vehicle with the risk threshold value by referring to the risk assessment data 35 calculated in step S325 for the first time. In step S323, the driving interval adjustment unit 22 judges whether or not there is a preceding vehicle (hereinafter referred to as the "second leading vehicle") relative to the first leading vehicle. In step S324, the driving interval adjustment unit 22 adjusts the stopping time of the second leading vehicle, and in step S325, calculates the risk level of the second leading vehicle. In this way, the driving interval adjustment unit 22 repeats the processing until the risk value becomes less than the risk threshold value or until there are no leading vehicles that can be adjusted.

[0030] In this embodiment, the risk value of the preceding vehicle is calculated in step S325, but the bus stops to be calculated are limited to those after the bus stops where the risk value of the evaluated vehicle becomes larger than the risk threshold for the following reason. That is, the bus stops to adjust the stop time in step S324 are limited to those after the bus stops where the risk value of the evaluated vehicle becomes larger than the risk threshold, so the bus stops for which the risk values ​​should be calculated are similarly limited. This concludes the explanation of FIG. 9.

[0031] Fig. 10 is a flowchart showing the processing of the timetable revision proposal output unit 23. The timetable revision proposal output unit 23 starts operating when the processing of the operation interval adjustment unit 22 is completed. First, in step S341, the timetable revision proposal output unit 23 reads the timetable information 32. In the following step S342, the timetable revision proposal output unit 23 obtains the calculation result of the operation interval adjustment unit 22, specifically, information on the extension time of the vehicle calculated in step S324 of Fig. 9. At this time, the timetable revision proposal output unit 23 also obtains information identifying the target vehicle and bus stop. Furthermore, if the processing of step S324 is executed multiple times by loop processing, all of the calculation results are obtained.

[0032] In the next step S343, the timetable revision proposal output unit 23 creates a timetable revision proposal 36 based on the timetable information 32 acquired in step S341 and the information acquired in step S342. At this time, the timetable revision proposal output unit 23 may include information on vehicles that have not been changed. In the next step S344, the timetable revision proposal output unit 23 outputs the timetable revision proposal 36 created in step S343 via the output device 13, and ends the processing shown in Fig. 10. Note that the destination to which the information is output in step S344 may be the external server 3 or the external system 2, or it may be each bus that is running.

[0033] According to the above-described first embodiment, the following advantageous effects can be obtained. (1) The calculation system 1 includes a boarding / alighting prediction unit 26 that predicts information about passenger boarding and alighting at each bus stop for buses, which are multiple moving objects that passengers board and alight at and move in order between bus stops that are predetermined boarding and alighting locations according to a predetermined timetable, a risk assessment unit 21 that calculates a risk value that is an index showing the magnitude of the risk of impact on passengers for each bus and each bus stop based on the information about passenger boarding and alighting and based on the number of people remaining, the number of people boarding and alighting, and the occupancy rate, and a driving interval adjustment unit 22 that determines an extension time for buses to stop at boarding and alighting locations based on the calculated risk value. Therefore, it is possible to calculate a risk value that is an index showing the magnitude of the risk of impact on passengers and adjust driving intervals based on the calculated risk value.

[0034] (2) The calculation system 1 includes a delay information acquisition unit 24 that acquires delay information related to bus delays. The risk assessment unit 21 calculates risk values ​​for an evaluation vehicle, which is a bus that will be delayed based on the delay information, and a preceding vehicle, which is a moving body that travels ahead of the evaluation vehicle. This makes it possible to plan adjustments to the headway intervals to reduce the impact of the delay that occurs.

[0035] (3) The driving interval adjustment unit 22 determines the extension time for the preceding vehicle so as to reduce the risk value of the evaluation vehicle to a threshold value, which is a risk threshold value, or less. Therefore, the risk value of the evaluation vehicle can be reduced to a risk threshold value or less.

[0036] (4) The driving interval adjustment unit 22 determines the extension time for the second preceding vehicle ahead of the preceding vehicle so that the risk value of the preceding vehicle is reduced to or below the risk threshold. Therefore, the risk value of the preceding vehicle, whose risk value increases due to the extension of the stop time, can be reduced.

[0037] (5) The operation interval adjustment unit 22 determines the extension time of all the preceding moving bodies, which are all the preceding moving bodies preceding the second preceding moving body, so that the risk values ​​of all the preceding moving bodies are reduced to or below the risk threshold. Therefore, the risk value can be reduced overall by using all the adjustable preceding vehicles.

[0038] (6) The calculation system 1 includes a threshold setting unit 25 that sets a risk threshold based on an input from a user. Therefore, the risk threshold can be set arbitrarily.

[0039] (7) The risk assessment unit 21 calculates the risk value of the preceding vehicle from the boarding / alighting location onward where the risk value of the evaluated vehicle becomes larger than a predetermined value, thereby reducing the number of times the risk value is calculated.

[0040] (8) The calculation system 1 includes a timetable revision proposal output unit 23 that corrects and outputs the timetable information 32 based on the extension time determined by the train headway adjustment unit 22. Therefore, the calculation results of the train headway adjustment unit 22 can be presented to the user in an easy-to-understand manner.

[0041] (9) The risk assessment unit 21 classifies risk values ​​into levels using a predetermined threshold value by referring to the risk level table 34. This reduces the number of categories, making management easier.

[0042] (10) The bus interval adjustment unit 22 determines the extension time for each bus stop so that the time interval between bus arrivals is equal to or greater than the time interval listed in a specified timetable. This prevents the time interval between bus arrival times from becoming extremely short.

[0043] (Variation 1) In the embodiment described above, the relationship between the number of people staying and the risk value is constant regardless of the bus stop. However, the risk assessment unit 21 may calculate the risk value using parameters specific to the bus stop. In this case, the auxiliary storage device 16 further stores a bus stop risk value calculation table 37, which will be described next.

[0044] FIG. 11 is a diagram showing an example of the bus stop risk value calculation table 37. The bus stop risk value calculation table 37 shows the correspondence between the number of people waiting at each bus stop and the risk value. In the example shown in FIG. 11, even if the number of people waiting is the same, for example, 20 people, the risk value is set to "2" at bus stop BS1, "4" at bus stop BS2, and "0" at bus stop BS5. The value of the bus stop risk value calculation table 37 can be set by the user based on the size of the space occupied by the bus stop and the safety of the surrounding area. For example, a bus stop located on a narrow sidewalk on a main road is set to a high risk value like bus stop BS2, and a bus stop such as a bus center, where the waiting room is large and the safety of people waiting from traveling vehicles is ensured, is set to a low risk value.

[0045] According to the first modification, the following advantageous effects can be obtained. (11) The risk assessment unit 21 calculates a risk value by using a parameter specific to the bus stop with reference to the bus stop risk value calculation table 37 shown in Fig. 11. Therefore, it is possible to calculate a risk value that matches the actual situation of each bus stop.

[0046] (Variation 2) In the above-described embodiment, the calculation system 1 includes the delay information acquisition unit 24 that acquires delay information. However, the calculation system 1 does not need to include the delay information acquisition unit 24. In this case, the risk assessment unit 21 performs the process shown in Fig. 8 for each vehicle listed in the timetable information 32. By performing this process, it is possible to check in advance whether there will be any disruption to service when the timetable information 32 is revised, for example.

[0047] Furthermore, the calculation system 1 may include a passenger demand update unit that acquires updated passenger demand data 31 via the communication device 14, instead of the delay information acquisition unit 24. In this case, when a large fluctuation in passenger demand is expected due to, for example, the holding of a large-scale event, the calculation system 1 can change the bus stop time and suppress the delay by performing the process shown in Fig. 8 for each vehicle listed in the timetable information 32 before an actual delay occurs.

[0048] (Variation 3) In the above-described embodiment, the computing system 1 includes the threshold setting unit 25 that sets a risk threshold based on an input from a user. However, the computing system 1 does not need to include the threshold setting unit 25. In this case, information on the risk threshold is stored in advance in the auxiliary storage device 16. However, the information on the risk threshold may be hard-coded in the program that realizes the risk assessment unit 21.

[0049] (Variation 4) The calculation system 1 does not need to include the timetable revision proposal output unit 23. In this case, the train headway adjustment unit 22 may output the calculation result to the outside via the output device 13 or the communication device 14.

[0050] (Variation 5) In the above-described embodiment, the risk value and risk level are calculated based on the number of people waiting, the number of people getting on and off, and the occupancy rate. However, the risk value and risk level may be calculated using the necessary stop time and the delay time from the timetable, or at least one of these, in addition to the above. The necessary stop time is calculated by multiplying the number of people getting on and off at the bus stop by a predetermined coefficient, for example, 10 seconds. In other words, the risk value and risk level may be calculated based on at least one of the number of people waiting, the number of people getting on and off, the necessary stop time, the delay time from the timetable, and the occupancy rate.

[0051] (Variation 6) The calculation system 1 may include a change output unit that outputs a change in the risk value or risk level caused by the extension of the stop time by the operation interval adjustment unit 22. The change output unit outputs risk change information by referring to the calculation result of the risk assessment unit 21, the risk assessment data 35, and the timetable revision proposal 36. The risk change information may be in any format of a character string, a table, or a schematic diagram.

[0052] Fig. 12 is a diagram showing an example of risk change information. Fig. 12 shows an example in which bus C is delayed and the risk level becomes 4 or higher after bus stop BS5, so the stop times of buses A and B are extended. Specifically, bus B extends its stop time at bus stops BS5 to BS7, and bus A extends its stop time at bus stop BS7. It is shown that, due to the extended stop time, bus C's risk levels are all 3 or lower, and buses A and B's risk levels have risen to 2.

[0053] According to the sixth modification, the following advantageous effects can be obtained. (12) The calculation system 1 includes a change output unit that outputs, for each boarding / alighting location for a plurality of moving objects, a risk value before the application of the extension time determined by the operation interval adjustment unit and a risk value after the application of the extension time determined by the operation interval adjustment unit. This allows the user to check the change in the risk value.

[0054] (Variation 7) The timetable revision proposal output section 23 may add a risk value or a risk level to the timetable revision proposal 36. Fig. 13 is a diagram showing an example of a timetable revision proposal 36A with a risk level, which is a timetable revision proposal 36 to which a risk level has been added.

[0055] According to the seventh modification, the following advantageous effects can be obtained. (13) The timetable revision proposal output unit 23 adds a risk value or a risk level to the given timetable to be revised, so that the user can confirm the risk value.

[0056] (Variation 8) In the above-mentioned embodiment, the computing system 1 has been described as one computing device. However, the computing system 1 may be composed of multiple computing devices. In this case, the multiple computing devices constituting the computing system 1 do not need to be installed in the same place, and only need to be able to communicate with each other. In addition, in the embodiment, each functional block has been described as being realized by the central control device 11, the main memory device 15, and a ROM (not shown), but each functional block may be realized instead by a field programmable gate array (FPGA), which is a rewritable logic circuit, or an application specific integrated circuit (ASIC), which is an integrated circuit for a specific application. In addition, each functional block may be realized by a combination of different configurations, for example, a combination of the central control device 11, the main memory device 15, a ROM (not shown), and an FPGA, instead of the combination of the central control device 11, the main memory device 15, and a ROM (not shown).

[0057] In the above-described embodiment, the calculation system is targeted at a bus as a moving object. However, the present invention can be applied to any moving object that moves between predetermined boarding and alighting locations in order according to a predetermined timetable, and is not limited to buses. The calculation system according to the present invention can also be applied to monorails and railways, for example.

[0058] In each of the above-mentioned embodiments and modifications, the configuration of the functional blocks is merely an example. Some functional configurations shown as separate functional blocks may be integrated, or a configuration shown in one functional block diagram may be divided into two or more functions. In addition, some of the functions of each functional block may be provided by other functional blocks.

[0059] In the above-mentioned embodiments and modifications, the program is stored in a ROM (not shown), but the program may be stored in the auxiliary storage device 16. The arithmetic system may have an input / output interface (not shown), and the program may be read from another device via a medium available to the input / output interface and the arithmetic system when necessary. The medium here refers to, for example, a storage medium that is detachable from the input / output interface, or a communication medium, i.e., a network such as a wired, wireless, or optical network, or a carrier wave or digital signal that propagates through the network. Some or all of the functions realized by the program may be realized by a hardware circuit or an FPGA.

[0060] The above-mentioned embodiments and modifications may be combined with each other. Although various embodiments and modifications have been described above, the present invention is not limited to these. Other aspects that are conceivable within the scope of the technical idea of ​​the present invention are also included in the scope of the present invention. [Explanation of symbols]

[0061] 1. Calculation system 21. Risk Assessment Division 22...Train interval adjustment section 23…Timetable revision proposal output section 24…Delay information acquisition section 25...Threshold setting section 26… Boarding and alighting prediction section 31…Passenger demand data 32…Timetable information 33...Risk Value Calculation Table 34…Risk level table 35...Risk assessment data 36…Timetable amendment proposal

Claims

1. a boarding and alighting prediction unit that predicts information regarding passengers getting on and off at each of predetermined boarding and alighting locations for a plurality of moving bodies that move in order at predetermined boarding and alighting locations according to a predetermined timetable; a risk assessment unit that calculates a risk value, which is an index showing the magnitude of a risk of an impact on passengers, for each of the moving objects and each of the boarding and alighting locations, based on at least one of the number of people staying, the number of people getting on and off, the necessary stop time, the delay time that is a delay from the timetable, and the occupancy rate; A calculation system comprising: an operation interval adjustment unit that determines an extension time for the stopping of the moving body at the boarding and alighting location based on the calculated risk value.

2. 2. The computing system of claim 1, A delay information acquisition unit that acquires delay information related to a delay of the moving object, The risk assessment unit calculates the risk value for a delayed mobile body, which is a mobile body that will be delayed based on the delay information, and a leading mobile body, which is a mobile body that travels ahead of the delayed mobile body.

3. 3. The computing system according to claim 2, The operation interval adjustment unit determines the extension time for the preceding moving object so as to reduce the risk value of the delayed moving object to a threshold value, which is a risk threshold value, or less.

4. 4. The computing system according to claim 3, The operation interval adjustment unit further determines the extension time for a second preceding moving object that is further ahead of the preceding moving object so that the risk value of the preceding moving object is reduced to below the risk threshold, the calculation system.

5. 5. The computing system according to claim 4, The operation interval adjustment unit further determines the extension time for all preceding moving bodies, which are all preceding moving bodies that precede the second preceding moving body, so that the risk values ​​of all preceding moving bodies are reduced to below the risk threshold.

6. 4. The computing system according to claim 3, The computing system further comprises a threshold setting unit that sets the risk threshold based on input from a user.

7. 4. The computing system according to claim 3, The risk assessment unit calculates the risk value of the leading moving body for the boarding and disembarking locations and beyond where the risk value of the delayed moving body becomes greater than the risk threshold.

8. 2. The computing system of claim 1, The computing system further comprises a timetable revision proposal output unit that revises and outputs the predetermined timetable based on the extension time determined by the operation interval adjustment unit.

9. 9. The computing system according to claim 8, The timetable revision proposal output unit adds information indicating the risk value to the predetermined timetable to be revised.

10. 2. The computing system of claim 1, The risk assessment unit is a calculation system that classifies risk values ​​into levels using a predetermined threshold value.

11. 2. The computing system of claim 1, The risk assessment unit calculates the risk value using parameters specific to the boarding and alighting location.

12. 2. The computing system of claim 1, The operation interval adjustment unit determines the extension time for each boarding and alighting location so that the time interval between arrivals of the moving bodies is equal to or greater than the time interval listed in the specified timetable.

13. 2. The computing system of claim 1, The calculation system further includes a change output unit that outputs, for each boarding and alighting location for the plurality of moving bodies, the risk value before applying the extension time determined by the driving interval adjustment unit, and the risk value after applying the extension time determined by the driving interval adjustment unit.

14. A method for determining whether a particular feature is present, the method comprising: For a plurality of moving bodies that move in sequence according to a predetermined timetable at predetermined boarding and alighting locations, predicting information regarding boarding and alighting of passengers at each of the boarding and alighting locations; calculating a risk value, which is an index showing the magnitude of the risk of an impact on passengers, for each of the moving objects and each of the boarding and alighting locations, based on at least one of the number of people staying, the number of people getting on and off, the necessary stop time, the delay time which is a delay from the timetable, and the occupancy rate; A determination method comprising: determining an extension time for the mobile body to stop at the boarding / alighting location based on the calculated risk value.

Images