EP4044142A1 - Dispositif de détermination d'embarquement/débarquement, procédé de détermination d'embarquement/débarquement et programme de détermination d'embarquement/débarquement - Google Patents

Dispositif de détermination d'embarquement/débarquement, procédé de détermination d'embarquement/débarquement et programme de détermination d'embarquement/débarquement Download PDF

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Publication number
EP4044142A1
EP4044142A1 EP20874738.6A EP20874738A EP4044142A1 EP 4044142 A1 EP4044142 A1 EP 4044142A1 EP 20874738 A EP20874738 A EP 20874738A EP 4044142 A1 EP4044142 A1 EP 4044142A1
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EP
European Patent Office
Prior art keywords
vehicle
boarding
disembarking
passenger
location information
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.)
Pending
Application number
EP20874738.6A
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German (de)
English (en)
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EP4044142A4 (fr
Inventor
Masaki Sakamoto
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.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP4044142A1 publication Critical patent/EP4044142A1/fr
Publication of EP4044142A4 publication Critical patent/EP4044142A4/fr
Pending legal-status Critical Current

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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/20—Individual registration on entry or exit involving the use of a pass
    • G07C9/28—Individual registration on entry or exit involving the use of a pass the pass enabling tracking or indicating presence
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • G07B15/02—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points taking into account a variable factor such as distance or time, e.g. for passenger transport, parking systems or car rental systems
    • 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
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C2209/00—Indexing scheme relating to groups G07C9/00 - G07C9/38
    • G07C2209/60—Indexing scheme relating to groups G07C9/00174 - G07C9/00944
    • G07C2209/63—Comprising locating means for detecting the position of the data carrier, i.e. within the vehicle or within a certain distance from the vehicle

Definitions

  • the present invention relates to a boarding/disembarking determination device, a boarding/disembarking determination method, and a boarding/disembarking determination program.
  • a mobile phone or an in-vehicle navigation device receives radio waves from artificial satellites of the GPS (Global Positioning System) and can thereby obtain information on its own position.
  • GPS Global Positioning System
  • a technique for determining whether or not a pedestrian is on board a vehicle is known, by comparing location information of a mobile phone carried by the pedestrian with location information of a navigation device mounted on the vehicle.
  • Patent Document 1 discloses a method for determining boarding/alighting of a pedestrian in which, when a mobile phone of the pedestrian is present within a radius "n" centered on a vehicle, it is determined that a pedestrian is on board the vehicle. The method for determining boarding/alighting also determines that, when the mobile phone is not present within a radius "m (m>n)" centered on the vehicle, the pedestrian is not on board the vehicle.
  • Patent Document 2 discloses a position information notification system in which when a portable terminal of a pedestrian is present near a vehicle, and, at the same time, a movement speed of the portable terminal exceeds a threshold, then it is determined that the pedestrian is not walking on a pavement but is on board the vehicle.
  • the vehicle referred to in each of Patent Documents 1 and 2 is an automobile.
  • a railway vehicle for determining whether or not a user (a passenger) is on board the vehicle.
  • Many railway stations have gate devices such as an automatic ticket checker.
  • a number of passengers have their prepaid transportation cards read to the gate devices at their respective stations at which they get on or off vehicles. It can be thus estimated that a passenger has been on board from one station to another at which the passenger gets on and off a vehicle, respectively.
  • the above-described method according to the related art is provided in an attempt to determine a section through which a passenger has been on board, based on results read by gate devices at respective stations at which the passenger got on and off.
  • the method fails to, however, charge different fares depending on via which station a passenger has taken a vehicle and also fails to deal with an illegal ride such as a steal ride.
  • Railway service providers bear a large cost on maintenance of equipment such as automatic charging machines, automatic ticket gates, and automatic fare adjustment machines. If just boarding/disembarking a vehicle by a passenger makes it possible to accurately determine a section through which the passenger has taken the vehicle, the cost on maintenance of equipment can be greatly reduced.
  • Patent Documents 1 and 2 make use of the GPS technology and thereby eliminate a need for equipment such as gate devices.
  • the techniques disclosed in Patent Document 1 and 2 are provided on the condition that the techniques are applied to a private automobile and are not therefore intended to be used for charging fares to a passenger according to from, via, and to which stations the passenger has taken a vehicle(s).
  • the present invention has thus been made in an attempt to easily determine a movement locus of a passenger on board a vehicle based on boarding/disembarking of the passenger.
  • a boarding/disembarking determination device of the present invention includes a boarding/disembarking determination part configured to, at each point of time at which a vehicle departs from a stop, acquire location information on the vehicle and location information on a possible passenger of the vehicle, and determine whether or not the passenger is on board the vehicle, based on a degree of overlapping between the acquired location information on the vehicle and the acquired location information on the passenger.
  • the present invention can easily determine a movement locus of a passenger of a vehicle based on boarding/disembarking of the passenger.
  • a boarding/disembarking determination device is applied to a vehicle which runs on a railway track and a passenger who takes the vehicle. This is, however, just an example and the present invention is applicable to any other transportation systems such as a route bus.
  • a spot at which a passenger boards or disembarks a transportation system is generally called a "stop".
  • a "station” referred to in this embodiment is an example of the stop and may also be abbreviated as "sta.”.
  • FIG. 1 is a diagram illustrating a structure of a boarding/disembarking determination device 1.
  • the boarding/disembarking determination device 1 is a generally available computer; and includes a central control unit 11, an input device 12 such as a mouse and a keyboard, an output device 13 such as a display, a main storage device 14, an auxiliary storage device 15, and a communication device 16, which are connected to each other via a bus.
  • the auxiliary storage device 15 stores therein departure time information 31, vehicle location information 32, station location information 33, passenger information 34, and transfer information 35 (each of which will be hereinafter described in detail).
  • Each of a determination preparation part 21 and a boarding/disembarking determination part 22 in the main storage device 14 is a program.
  • the central control unit 11 makes the program read from the auxiliary storage device 15 and loaded into the main storage device 14, to thereby realize a function of the program (to be described in detail hereinafter).
  • the auxiliary storage device 15 may be provided externally and independently from the boarding/disembarking determination device 1.
  • the boarding/disembarking determination device 1 can communicate with each of a traffic control system 5, a train control system 6, and a wireless base station 7, via a network 2.
  • the wireless base station 7 can communicate with each of a vehicle 3 and a mobile terminal device 4.
  • the traffic control system 5 manages information of various types such as, for example, which vehicle is scheduled to arrive at and depart from which stations at what time (scheduled operation diagram information), which vehicle has actually arrived at and departed from which stations at what time (actual operation diagram information), information on delay which is information on difference between the two formers, and information on accidents.
  • the train control system 6 provides control over departure and arrival of a vehicle, a running speed thereof, opening/closing of a door thereof, and air conditioning therein, as well as a traffic light or the like in a vehicle section of interest. In many cases, however, a train crew operates a vehicle. In those cases, the train control system 6 provides auxiliary control such as speed monitoring and an emergency brake operation.
  • the vehicle 3 is a single set train. A train running in urban areas may be formed by ten or more cars.
  • the vehicle 3 includes a GPS device 42 installed at a middle point in a longitudinal length thereof.
  • the vehicle 3 stores a GPS application 41 as software for controlling the GPS device 42 at an appropriate position therein.
  • the GPS device 42 receives radiowaves from a plurality of artificial satellites (not illustrated) and thereby calculates information on self-location (a latitude and a longitude).
  • the mobile terminal device 4 is carried by each of passengers.
  • the mobile terminal device 4 includes a GPS device 43.
  • the mobile terminal device 4 stores therein a GPS application 44 which is software for providing control over the GPS device 43.
  • the GPS device 43 receives radiowaves from a plurality of artificial satellites and thereby calculates information on self-location.
  • Each of the GPS device 42 of the vehicle 3 and the GPS device 43 of the mobile terminal device 4 transmits the self-location information to the boarding/disembarking determination device 1 via the wireless base station 7 and the network 2.
  • FIG. 2 is a diagram for explaining a positional relationship between a passenger and a vehicle.
  • a passenger 45 is about to board the vehicle 3 at a station.
  • the boarding/disembarking determination device 1 acquires location information from each of the GPS device 42 of the vehicle 3 and the GPS device 43 of the mobile terminal device 4, which is schematically displayed in the output device 13 as designated by the reference numeral 52a.
  • a circle 46 is centered on a position of the GPS device 42 and has a diameter equal to the longitudinal length of the vehicle 3.
  • a circle 47 is centered on a position of the GPS device 43.
  • the circle 47 may have any diameter. The diameter is, however, preferably smaller than that of the circle 46 in terms of visibility.
  • a movement locus 53 is a trajectory along which the GPS device 42 of the vehicle 3 travels. In the figure, the circle 47 is situated outside the circle 46. This means that the passenger 45 is not on board the vehicle 3.
  • a position of the vehicle 3 is herein represented not by an elongate rectangle or the like but by the circle 46. This is because an orientation of the vehicle 3 varies (360 degrees) depending on how railway lines in a railway section of interest are laid.
  • the passenger 45 is on board the vehicle 3.
  • the boarding/disembarking determination device 1 acquires location information from each of the GPS device 42 of the vehicle 3 and the GPS device 43 of the mobile terminal device 4, which is schematically displayed in the output device 13 as designated by a reference numeral 52b.
  • the circle 47 herein is situated inside the circle 46. This means that the passenger 45 is on board the vehicle 3.
  • the boarding/disembarking determination device 1 acquires location information from each of the GPS device 42 of the vehicle 3 and the GPS device 43 of the mobile terminal device 4, which is schematically displayed in the output device 13 as designated by a reference numeral 52c.
  • the circle 47 herein is situated outside the circle 46. This means that the passenger 45 is not on board the vehicle 3.
  • FIG. 3 is a diagram for explaining movements of passengers at a station.
  • a station “a” has a platform 62 along a railway 61.
  • reference numerals "P01" and the like are passenger IDs which are each an identifier for uniquely identify a passenger.
  • a passenger and the mobile terminal device 4 thereof correspond to each other one-to-one, meaning that the passenger ID is also an identifier for uniquely identify the mobile terminal device 4.
  • the passengers P01, P02, P03 are waiting on the platform 62 for a train to arrive.
  • Passengers P04, P05 are approaching the platform 62.
  • the login used herein means that a communication is established between the GPS device 43 of the mobile terminal device 4 and the boarding/disembarking determination device 1 so as to transmit positional information. It is also assumed that the boarding/disembarking determination device 1 has previously acquired information on location of the station "a". At this time, the boarding/disembarking determination device 1 can make the output device 13 display the passengers P01, P02, P03, P04 against a background of the railway 61 and the platform 62. The boarding/disembarking determination device 1 cannot make, however, the passenger P05 displayed. Note that in FIG. 3 , illustration of the mobile terminal device 4 is omitted (ditto with FIG. 4 and FIG. 5 ).
  • FIG. 4 is another diagram for explaining movements of the passengers at the station.
  • the vehicle 3 arrives at the station "a" and the passengers P01, P02 get on the vehicle 3 from the platform 62.
  • the passenger P03 has not got on the vehicle 3.
  • the passengers P04, P05 further approach the platform 62, compared with the state illustrated in FIG. 3 .
  • the passengers other than the passenger P05 have logged in the boarding/disembarking determination device 1.
  • the vehicle 3 departs from the station "a" for the next station (in a traveling direction 63) and a rearmost part of the vehicle 3 eventually reaches an end of the platform 62.
  • the boarding/disembarking determination device 1 can make the output device 13 display the passengers P01, P02, P03, P04, against a background of the railway 61, the platform 62, and the vehicle 3.
  • the boarding/disembarking determination device 1 cannot, however, make the passenger P05 displayed.
  • the circle 46 is centered on a position of the GPS device 42 of the vehicle 3 and has the diameter equal to the longitudinal length of the vehicle 3.
  • each of the passengers P01, P02 corresponds to the circle 47 in FIG. 2 during the boarding period 51b.
  • FIG. 5 is a still another diagram for explaining movements of the passengers at a station.
  • the vehicle 3 arrives at a station "b" and the passenger P01 disembarks the vehicle 3 onto a platform 64.
  • the passenger P02 is still on board the vehicle 3.
  • the passenger P03 still stands by on the platform 62 at the station "a”.
  • the passengers P04, P05 stay at respective positions substantially the same as those illustrated in FIG. 4 .
  • the passengers other than the passenger P05 log in the boarding/disembarking determination device 1.
  • the vehicle 3 departs from the station "b" for the next station and the rearmost part of the vehicle 3 reaches an end of the platform 64.
  • the boarding/disembarking determination device 1 can make the output device 13 display the passengers P01, P02, P03, P04, against a background of the railway 61, the platform 62, the platform 64, and the vehicle 3.
  • the circle 46 is centered on a location of the GPS device 42 of the vehicle 3 and has a diameter equal to the longitudinal length of the vehicle 3.
  • the passenger P02 in FIG. 5 corresponds to the circle 47 in FIG. 2 during the boarding period 51b
  • the passenger P01 corresponds to the circle 47 in FIG. 2 at the disembarking time 51c.
  • a passenger may jump on or off a vehicle through an unlocked door of a passenger car deck, when the vehicle departs from a station but has not yet completely left from a platform of the station. This can be seen as an ordinary event in some developing countries, though not in Japan these days. In light of the above, a point of time at which the jumping on a vehicle or the like becomes no longer possible is appropriately determined as a boarding/disembarking confirmed time point.
  • a boarding/disembarking confirmed time point is a point of time when, immediately after a vehicle departs from a station, a rearmost part of the vehicle reaches an end of a platform of the station, that is, when the vehicle completely leaves the station. Note that defining the boarding/disembarking confirmed time point as described above brings about an effect of preventing the circle 46 indicating a location of the vehicle 3 from being overlapped with a platform.
  • FIG. 6 is a diagram illustrating an example of the departure time information 31.
  • the departure time information 31 contains therein: a railway section ID stored in a railway section ID column 101; a railway section name in a railway section name column 102; a vehicle ID in a vehicle ID column 103; and a departure time in a departure time column 104, each of which is made to associate with the railway section ID stored in the railway section ID column 101.
  • the railway section ID in the railway section ID column 101 is an identifier for uniquely identifying a railway section.
  • the railway section herein means a railway line through which a vehicle can travel without a need for a passenger to change vehicles.
  • One railway service provider may have a plurality of railway sections.
  • the railway section name in the railway section name column 102 is a name of the railway section.
  • the vehicle ID in the vehicle ID column 103 is an identifier for uniquely identifying a vehicle.
  • a vehicle according to this embodiment is a single set train composed of one or more cars. One and the same vehicle may run back and forth between terminals a plurality of times in a day. In this case, even when the vehicle is physically the same, each of a plurality of the runs has a unique vehicle ID.
  • the departure time in the departure time column 104 is a departure time at each of stations of interest (except for an arrival time at a terminal station). Though not illustrated in FIG. 6 , the departure time is actually stored by the second.
  • the traffic control system 5 creates the departure time information 31 by the railway section and by up and down trains for each of the railway sections.
  • departure time information 31b is the departure time information 31 on "Line B".
  • Vehicles in Japan run as scheduled according to the previously created departure time information 31, except under special circumstances. Due to congestion, an accident, a bad weather, or the like, however, part of the previously created departure time information 31 may be actually changed.
  • the traffic control system 5 keeps the departure time information 31 of each of railway sections up to date even after such a change.
  • FIG. 7 is a diagram illustrating an example of vehicle location information 32.
  • the vehicle location information 32 contains: a vehicle ID in a vehicle ID column 111; a railway section ID in a railway section ID column 112; a latest position acquisition time in a latest position acquisition time column 113; location information in a location information column 114; and a post-departure platform leaving time in a post-departure platform leaving time column 115, each of which is made to associate with the vehicle ID stored in the vehicle ID column 111.
  • the vehicle ID in the vehicle ID column 111 is the same as the vehicle ID in FIG. 6 .
  • the railway section ID in the railway section ID column 112 is the same as the railway section ID in FIG. 6 .
  • the latest position acquisition time in the latest position acquisition time column 113 is a time at which the latest location information on the vehicle has been acquired.
  • the signs "#" in the figure indicate different values for simplification (ditto below).
  • the location information in the location information column 114 is information on location (a latitude and a longitude) of the GPS device 42 of the vehicle 3.
  • the post-departure platform leaving time in the post-departure platform leaving time column 115 is a point of time between a time when the vehicle 3 departs a station and a boarding/disembarking confirmed time point.
  • the boarding/disembarking determination device 1 calculates the post-departure platform leaving time based on the longitudinal length of the vehicle 3, a length of a platform of interest, and a speed (an acceleration) of the vehicle 3.
  • the post-departure platform leaving time is different depending on vehicles and on stations.
  • the boarding/disembarking determination device 1 stores the post-departure platform leaving time calculated based on past experiences for each vehicle and for each station, in appropriate columns. Thus, "#" in each of the columns is an n-dimensional vector.
  • n is the number of stations belonging to a railway section of interest.
  • the post-departure platform leaving time may be determined to be the same in the same railway section, irrespective of vehicles or stations therein.
  • # is a one-dimensional scholar.
  • FIG. 8 is a diagram illustrating an example of station location information 33.
  • the station location information 33 contains: a station ID in a station ID column 121; a station name in a station name column 122; location information in a location information column 123; and a railway section ID in a railway section ID column 124, each of which is made to associate with the station ID in the station ID column 121
  • the station ID in the station ID column 121 is an identifier for uniquely identifying a station.
  • the station name in the station name column 122 is a name of the station.
  • the location information in the location information column 123 is information on location (a latitude and a longitude) of the station.
  • the railway section ID in the railway section ID column 124 is the same as the railway section ID in FIG. 6 .
  • the column 124 may contain a plurality of the railway section IDs (in a case where a station of interest is available for transfer).
  • the boarding/disembarking determination device 1 creates two types of passenger information. One of the two is passenger information (upon login) 34 illustrated in FIG. 9 , and the other is passenger information (at boarding/disembarking confirmed time point) 34b each illustrated in FIG. 10 , FIG. 11, and FIG. 12 .
  • the boarding/disembarking determination device 1 creates a record of the passenger information (upon login) 34 for each of passengers, when the mobile terminal device 4 of each of the passengers enters a login state.
  • the boarding/disembarking determination device 1 creates the passenger information (at boarding/disembarking confirmed time point) 34b for each of passengers on the vehicle of interest collectively. Respective structures of columns of the two are the same.
  • FIG. 9 is a diagram illustrating an example of the passenger information (upon login) 34.
  • FIG. 10 , FIG. 11, and FIG. 12 is a diagram illustrating an example of the passenger information (at boarding/disembarking confirmed time point) 34b.
  • each of the passenger information (upon login) 34 and the passenger information (at the boarding/disembarking confirmed time point) 34b contains: a passenger ID in a passenger ID column 131; a login state in a login state column 132; a location acquisition time in a location acquisition time column 133; a railway section ID in a railway section ID column 134; a travel section in a travel section column 135; and a boarding/disembarking status in a boarding/disembarking status column 136, each of which is made to associate with the passenger ID in the passenger ID column 131.
  • the passenger ID in the passenger ID column 131 is an identifier for uniquely identifying a passenger (a traveler). As described above, the passenger ID is also an identifier for uniquely identifying the mobile terminal device 4.
  • the login state column 132 contains either "under login” or "non-login” as the login state.
  • the boarding/disembarking determination device 1 creates a record containing "non-login” for a passenger who is, for example, pre-registered and is supposed to log in later, even when such a pre-registered passenger has not yet logged in.
  • the location acquisition time in the location acquisition time column 133 is a time at which location information on a passenger of interest has been acquired.
  • the location acquisition time in the passenger information (upon login) 34 is a login time, and, in the passenger information (at boarding/disembarking confirmed time point) 34b, a time at a boarding/disembarking confirmed time point.
  • the railway section ID in the railway section ID column 134 is the same as the railway section ID in FIG. 6 .
  • “outside station” represents that the passenger is outside a station of interest.
  • the travel section in the travel section column 135 is either a "name of a station” or "one station name to another". For example, “station a” shows that the passenger is in a platform at the station; and “station a to station b", the passenger is on board a vehicle which is traveling from the station a to the station b.
  • the boarding/disembarking status in the boarding/disembarking status 136 is one of "N/A", "before boarding", "on board”, and “disembarked".
  • N/A shows that though a passenger of interest is already at a station, a vehicle has not yet arrived at the station, and thus, it is not known how the passenger behaves.
  • Before boarding shows that a passenger has not taken an arriving vehicle because, for example, a destination of the vehicle is different from that of the passenger.
  • On board shows that a passenger has taken a vehicle at a station and is thus on board the vehicle currently traveling between the station and a next station thereto.
  • Disembarked shows that a passenger has disembarked a vehicle at a station.
  • the sign "-" in some columns of the passenger information 34 (34b) represents that the login state of a record of interest is "non-login” or, because the railway section ID of the record is "outside station", information to be contained in the column cannot be defined.
  • the location acquisition time differs from passenger to passenger such as "t01", “t02", “t03”, and "t04". This is because different passengers log in at respective different times.
  • the location acquisition time "t1" is, however, common to different passengers. This is because the boarding/disembarking determination device 1 collectively acquires location information on all passengers relevant to a vehicle of interest at a boarding/disembarking confirmed time point at the station "a”. The same applies to that in each of FIG. 11 and FIG. 12 .
  • the location acquisition time "t2" is a boarding/disembarking confirmed time point at the station "b".
  • the location acquisition time "t3" is a boarding/disembarking confirmed time point at the station "c".
  • a time-series relationship is "t01, t02, t03, t04 ⁇ t1 ⁇ t2 ⁇ t3". The larger the value, the later the time. Note that a time-series relationship between t01, t02, t03, and t04 is not specifically limited.
  • Movements of the passenger P01 are described as an example with reference to FIG. 9 to FIG. 12 .
  • the vehicle arrives at the station "c" at which some other passengers get off. Soon after the vehicle departs therefrom for the next station “d", and, at at a time point t3 (t2 ⁇ t3), the rearmost part of the vehicle reaches an end of a platform of interest. At the time point t3, the boarding/disembarking determination device 1 does not have information on the passenger P01 (a record 140 in FIG. 12 ).
  • FIG. 13 is a flowchart illustrating steps of a processing.
  • the auxiliary storage device 15 already stores therein the up-to-date vehicle location information 32 (in which, however, each of the latest position acquisition time column 113 and the location information column 114 is blank).
  • step S201 the determination preparation part 21 of the boarding/disembarking determination device 1 acquires the departure time information 31 ( FIG. 6 ). More specifically, the determination preparation part 21 acquires the departure time information 31 from the traffic control system 5. The traffic control system 5 keeps the departure time information 31 up to date by taking into account a delay due to congestion or the like.
  • step S202 the determination preparation part 21 acquires the station location information 33 ( FIG. 8 ). More specifically, the determination preparation part 21 acquires the station location information 33 from the traffic control system 5. Unless a station of interest is newly opened or is renovated, the station location information 33 remains the same. The determination preparation part 21 can thus skip the step, if the previously-acquired station location information 33 is still available as it is.
  • step S203 the determination preparation part 21 determines whether or not a login has been received. More specifically, if the determination preparation part 21 determines a login has been received from a passengers ("Yes" in step S203), the determination preparation part 21 advances the processing to step S204. In a case other than that ("No" in step S203), the determination preparation part 21 stands by. In order to simplify explanation, it is assumed herein that a login has been received from the passenger P01 present at the station "a". At this time, the mobile terminal device 4 of the passenger P01 transmits a passenger ID "P01" and information on current location thereof to the boarding/disembarking determination device 1.
  • step S204 the boarding/disembarking determination part 22 of the boarding/disembarking determination device 1 creates the passenger information (upon login) 34 ( FIG. 9 ). More specifically, firstly, the boarding/disembarking determination part 22 creates a record 137 of the passenger information (upon login) 34.
  • the boarding/disembarking determination part 22 references the departure time information 31 acquired in step S201; and identifies a vehicle which arrives at the station "a" immediately after the current time point t01.
  • the vehicle identified in this step is called a "vehicle targeted for tracking”.
  • step S205 the boarding/disembarking determination part 22 determines whether or not a departure time of the vehicle from a station has arrived. More specifically, if a time at a boarding/disembarking determination time point of the vehicle targeted for tracking at the station "a" has arrived ("Yes" in step S205), the boarding/disembarking determination part 22 advances the processing to step S206. In a case other than that ("No" in step S205), the boarding/disembarking determination part 22 stands by.
  • the boarding/disembarking determination part 22 references the vehicle location information 32 ( FIG. 7 ) and the station location information 33 ( FIG. 8 ); acquires a post-departure platform leaving time of the vehicle targeted for tracking at the station "a"; references the departure time information 31 ( FIG. 6 ); and acquires a departure time of the vehicle targeted for tracking from the station "a”. Then the boarding/disembarking determination part 22: adds the post-departure platform leaving time to the departure time; and determines the obtained result as a time at a boarding/disembarking determination time point.
  • step S206 the boarding/disembarking determination part 22 acquires location information on the vehicle. More specifically, the boarding/disembarking determination part 22 acquires information on a current location of the GPS device 42 of the vehicle targeted for tracking.
  • step S207 the boarding/disembarking determination part 22 acquires location information on a passenger. More specifically, the boarding/disembarking determination part 22 acquires information on a current location of the GPS device 43 of the mobile terminal device 4 operated by the passenger P01.
  • step S208 the boarding/disembarking determination part 22 compares the location information on the passenger with the location information on the vehicle. More specifically, firstly, the boarding/disembarking determination part 22 draws the circle 46 ( FIG. 2 ) centered on a point of the location information acquired in step S206 and having a diameter equal to a longitudinal length of the vehicle targeted for tracking on, for example, a map (not illustrated) previously stored in the auxiliary storage device 15.
  • the boarding/disembarking determination part 22 creates a determination result as "on board” or “not on board” based on a degree of overlapping between the circle 46 and the circle 47.
  • "On board” corresponds to the boarding/disembarking status of "on board”.
  • “Not on board” corresponds to the boarding/disembarking status of "before boarding” or “disembarked”.
  • the boarding/disembarking determination part 22 creates the determination result as "on board”. In a case other than that, the boarding/disembarking determination part 22 creates the determination result as "not on board”.
  • step S209 the boarding/disembarking determination part 22 updates a record of the vehicle location information 32 ( FIG. 7 ). More specifically, the boarding/disembarking determination part 22 stores a current time and the location information acquired in step S206, in each of the latest position acquisition time column 113 and the location information column 114 of a record having the vehicle ID "01-001" in the vehicle location information 32.
  • step S210 the boarding/disembarking determination part 22 creates passenger information (at boarding/disembarking confirmed time point) 34b ( FIG. 10 ). More specifically, the boarding/disembarking determination part 22 creates a record 138 in the passenger information (at boarding/disembarking confirmed time point) 34b.
  • step S211 the boarding/disembarking determination part 22 determines a logout of the passenger has been received. More specifically, when a logout is received from the passenger P01 ("Yes" in step S211), the determination preparation part 21 advances the processing to step S212. In a case other than that ("No" in step S211), the determination preparation part 21 returns the processing to step S205. Then, in step S205, the boarding/disembarking determination part 22 determines whether or not a time at the boarding/disembarking determination time point at the station "b" has arrived.
  • the passenger P01 maintains the login until the passenger P01 disembarks the vehicle at a destination station. While the login is maintained, the boarding/disembarking determination part 22 repeats steps from S205 to S211. Each time the vehicle targeted for tracking departs from a station, the boarding/disembarking determination part 22 accumulates respective records of the passenger P01 in the passenger information (at boarding/disembarking confirmed time point) 34b.
  • the boarding/disembarking determination part 22 creates a movement locus of the passenger. More specifically the boarding/disembarking determination part 22: tracks boarding/disembarking statuses in the records of the passenger information (upon login) 34 and the accumulated passenger information (a boarding/disembarking confirmed time point) 34b; and thereby acquires information on stations at which the passenger P01 gets on, transfers, and gets off the vehicle. The boarding/disembarking determination part 22 then terminates the steps of the processing. The movement locus of the passenger is used for charging a fare or the like in another processing.
  • steps S203 to S212 are performed to a number of passengers concurrently in parallel. Note that, however, when a plurality of passengers log in at the same station at the same timing, those passengers have the same train targeted for tracking.
  • step S205 is performed as follows.
  • step S205 the boarding/disembarking determination part 22 determines whether or not a signal for departure has been received. More specifically, when the boarding/disembarking determination part 22 receives a signal for departure from a vehicle targeted for tracking at the station "a" ("Yes” in step S205), the boarding/disembarking determination part 22: stands by until a post-departure platform leaving time at the station "a" has passed; and then advances the processing to step S206. In a case other than that ("No" in step S205), the boarding/disembarking determination part 22 stands by.
  • FIG. 14 is a diagram for explaining a station at which a transfer is possible.
  • a railway section R01 has five stations; a railway section R02, six stations; a railway section R03, four stations; and, a railway section R04, four stations. Of those stations, a station “c” is shared by the railway sections R01 and R02; and a station “g", by the railway sections R02 and R04.
  • the railway section R03 is separate from the other railway sections.
  • Each of the stations "c” and "g” is a station at which a transfer is available. Note that FIG. 14 is an example, which is not consistent with the example of FIG. 6 .
  • FIG. 15 is a diagram illustrating an example of the transfer information 35.
  • the transfer information 35 is a matrix in which each of an ordinate and an abscissas has a railway section ID.
  • a cell at an intersection of the ordinate and the abscissas stores therein a name of a station at which a transfer is available in the two railway sections.
  • the sign "x" indicates that there is no station at which a transfer is available in two railway sections of interest. Note that, however, " ⁇ " does not mean that the two railway sections are separate from each other. For example, though a cell at an intersection between R01 and R04 has "x", two transfers make it possible to connect therebetween.
  • FIG. 16 is a diagram for explaining a handoff of a vehicle targeted for tracking.
  • a circle by thin line adjacent to each of stations represents location information on a vehicle at a boarding/disembarking determination time point.
  • a circle by heavy line represents location information of the passenger P01.
  • An arrow by broken line represents a movement locus of the passenger P01.
  • the passenger P01 gets on a vehicle at a station "a" of the railway section R01; gets off the vehicle at a station "c”; and, immediately after that, gets on another vehicle in a railway section R02.
  • a circle 46x which represents location information on the vehicle which has departed from the station "c” in the railway section R01 is not overlapped with a circle 47 which represents location information on the passenger P01.
  • the boarding/disembarking determination part 22 of the boarding/disembarking determination device 1 therefore determines that the passenger P01 has not been on board the vehicle which has departed from the station "c" in the railway section R01 (destined for a station "d").
  • a circle 46y which represents location information on the vehicle which has departed from the station "c" in the railway section R02 is then overlapped with the circle 47 which represents the location information on the passenger P01 for the first time.
  • the boarding/disembarking determination part 22 of the boarding/disembarking determination device 1 thus determines that the passenger P01 has been on board the vehicle which has departed from the station "c" in the railway section R02 (destined for a station "m”). Movements of the passenger P01 as described above have two different interpretations. One is that the movements are a sequence of a movement locus; and, the other, two different movement loci on the same day, resulting in respective charged amount different from each other. That is, the latter is larger than the former by one starting fare.
  • step S205 When a station of interest in step S205 is a transferable station such as, for example, the station "c", then, in the next step S206, the boarding/disembarking determination part 22 performs the following steps.
  • the boarding/disembarking determination part 22 acquires location information on the passenger P01 at the boarding confirmed time point of each of the transfer candidate vehicles.
  • the boarding/disembarking determination part 22 performs the following steps.
  • one of examples to acquire location information on a vehicle is that using an image captured by a camera installed in the vehicle.
  • the camera can take an image of a scene (including a station sign having a name of a station) from the vehicle.
  • one of examples to acquire location information on a passenger is that using location information on the wireless base station 7 via which the mobile terminal device 4 establishes communication.
  • the present invention is carried out not only by the above-described embodiments but also by variations of many types.
  • the above-described embodiments are intended to be illustrative of the present invention in an easily understandable manner and the present invention is not limited to any of the embodiments including all of the components explained in the embodiments.
  • Part of a configuration of an embodiment of the present invention may be substituted by or added to that of another.
  • Part of a configuration of an embodiment may be deleted.
  • a part or all of configurations, features, processing parts, processing units, or the like can be realized by hardware by means of, for example, designing of integrated circuits.
  • the above-described configurations, features, or the like can be embodied by software in which, for example, a processor interprets and executes a program which realizes the features or the like.
  • Data in a program, a table, a file, and the like for realizing such a feature can be stored in a storage device including a memory, a hard disk, and a SSD (Solid State Drive) or in a storage medium including an IC card, a SD card, and a DVD.

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  • Business, Economics & Management (AREA)
  • Finance (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
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EP20874738.6A 2019-10-10 2020-08-25 Dispositif de détermination d'embarquement/débarquement, procédé de détermination d'embarquement/débarquement et programme de détermination d'embarquement/débarquement Pending EP4044142A4 (fr)

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JP2019186539A JP7382200B2 (ja) 2019-10-10 2019-10-10 乗降判定装置、乗降判定方法及び乗降判定プログラム
PCT/JP2020/031921 WO2021070490A1 (fr) 2019-10-10 2020-08-25 Dispositif de détermination d'embarquement/débarquement, procédé de détermination d'embarquement/débarquement et programme de détermination d'embarquement/débarquement

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JP6896359B2 (ja) * 2014-09-26 2021-06-30 株式会社ナビタイムジャパン プログラムおよび情報提供システム
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