【摘要】：在民航客運(yùn)業(yè)中飛機(jī)座位的潛在收益具有易逝性的特點(diǎn)，同時(shí)飛機(jī)的供給能力不易擴(kuò)充和存儲(chǔ)，飛機(jī)起飛時(shí)沒有銷售出去的座位，其不能給航空公司帶來任何的收益，所以在售票過程中，價(jià)格就成為了航空公司應(yīng)對(duì)市場(chǎng)競(jìng)爭(zhēng)和需求波動(dòng)的唯一手段。然而目前我國(guó)民航運(yùn)輸業(yè)的定價(jià)機(jī)制相對(duì)落后，缺乏對(duì)機(jī)票價(jià)格的定價(jià)策略、定價(jià)機(jī)理和模型的適用性研究，折扣票價(jià)的幅度和折扣的開始時(shí)間也一般依經(jīng)驗(yàn)來定，定價(jià)水平不高，不能夠滿足競(jìng)爭(zhēng)日益激烈的民航客運(yùn)市場(chǎng)需求。 針對(duì)我國(guó)民航客運(yùn)市場(chǎng)面臨的激烈競(jìng)爭(zhēng)和機(jī)票定價(jià)機(jī)制的落后現(xiàn)狀，本文首先對(duì)現(xiàn)有的基于非競(jìng)爭(zhēng)環(huán)境下民航客運(yùn)動(dòng)態(tài)定價(jià)模型進(jìn)行了優(yōu)化改進(jìn)，在新建模型中設(shè)置了三個(gè)價(jià)格等級(jí)，并且直接將高低價(jià)格的變換時(shí)間點(diǎn)作為決策變量；隨后在此基礎(chǔ)之上，構(gòu)建了一個(gè)只有兩家航空公司，并且各自提供兩個(gè)價(jià)格等級(jí)的競(jìng)爭(zhēng)環(huán)境下動(dòng)態(tài)定價(jià)模型，并探討了模型的邊界條件、性質(zhì)和求解方法。在市場(chǎng)應(yīng)急方案的研究中，根據(jù)相應(yīng)的吞吐量完成情況，，建立了三級(jí)響應(yīng)方案，確保完成吞吐量的增幅目標(biāo)；本文最后通過民航客運(yùn)機(jī)票定價(jià)實(shí)例對(duì)非競(jìng)爭(zhēng)環(huán)境下動(dòng)態(tài)定價(jià)和競(jìng)爭(zhēng)環(huán)境下動(dòng)態(tài)定價(jià)模型進(jìn)行了驗(yàn)證，并通過設(shè)置不同的對(duì)比條件來驗(yàn)證各因素對(duì)收益的影響程度，得出如下結(jié)論： （1）在非競(jìng)爭(zhēng)的航線上，在機(jī)票庫存量一定的情況下，隨著銷售時(shí)間的流失，航空公司的期望收益越來越少。 （2）在具有競(jìng)爭(zhēng)的航線上，當(dāng)兩家航空公司沒有銷售出去的機(jī)票數(shù)目相當(dāng)?shù)臅r(shí)候，雙方機(jī)票高價(jià)格與低價(jià)格變換時(shí)間點(diǎn)也相近；當(dāng)兩家航空公司沒有銷售出去的機(jī)票數(shù)相差較大的時(shí)候，高價(jià)格與低價(jià)格的變換時(shí)間點(diǎn)相差也較大。 （3）航空公司在銷售天數(shù)和剩余機(jī)票數(shù)一定的情況下，其機(jī)票銷售的價(jià)格等級(jí)越多，航空公司能夠獲得的期望收益也就相對(duì)越多。 （4）航空公司自身的高價(jià)格與低價(jià)格變換時(shí)間點(diǎn)受自身剩余機(jī)票數(shù)目的影響較大，受競(jìng)爭(zhēng)對(duì)手剩余機(jī)票數(shù)目影響較小。
[Abstract]:In the civil aviation passenger transport industry, the potential benefits of aircraft seats are perishable, and the supply capacity of the aircraft is not easy to expand and store. The aircraft does not have a seat for sale when it takes off, so it cannot bring any benefits to the airlines. Therefore, in the process of selling tickets, prices have become the only means for airlines to cope with market competition and demand fluctuations. However, the pricing mechanism of China's civil aviation transportation industry is relatively backward, lacking of pricing strategy, pricing mechanism and the applicability of the model, the range of discount fares and the beginning time of discount are generally determined by experience. Pricing level is not high, can not meet the increasingly fierce competition of civil aviation passenger transport market demand. In view of the fierce competition and the backward situation of air ticket pricing mechanism in China's civil aviation passenger transport market, this paper firstly optimizes and improves the existing dynamic pricing model of civil aviation passenger transport based on non-competitive environment. Three price levels are set up in the new model, and the changing time points of high and low prices are taken as decision variables directly; then, on the basis of this, a single airline with only two airlines is constructed. The dynamic pricing model in the competitive environment of two price levels is provided, and the boundary conditions, properties and solutions of the model are discussed. In the research of the market emergency plan, according to the corresponding throughput completion, a three-level response scheme is established to ensure the completion of throughput growth target; Finally, this paper verifies the dynamic pricing model in the non-competitive environment and the dynamic pricing model in the competitive environment through the example of civil aviation passenger ticket pricing, and verifies the influence degree of each factor on the income by setting different contrast conditions. The conclusions are as follows: (1) on non-competitive routes, with the loss of sales time, the expected income of airlines is less and less. (2) on a competitive route, when the number of tickets sold by the two airlines is equal, the time points between the high price and the low price of the two airlines are similar; When the two airlines did not sell the number of tickets, the difference between high and low prices of the time difference. (3) when the number of days sold and the number of remaining tickets are fixed, the higher the price grade of airline ticket sales, the more expected income the airline can obtain. (4) the time point of high price and low price change of airlines is greatly affected by the number of their remaining tickets, and is less influenced by the number of remaining tickets of their competitors.
【學(xué)位授予單位】：蘭州交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2013
【分類號(hào)】：F562.5

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