JP2010272035A - Reentry management method for transportation - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the following problems: it takes lot of time to process boarding record and accident status information in a center with heavy network load when giving incentive to users who wait outside in order to ease congestion in a station when a trouble occurs in transportation. <P>SOLUTION: In the system and method for giving incentive, information on entry at the trouble of transportation and information on reentry are recorded in an SF ticket; a ticket gate identifies a user who has waited outside of the station at the trouble of the transportation; and the fare is discounted or points are given based on a degree of influence of the accident and the waiting time for waiting outside of the station and a distance traveled. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a method for giving an incentive to a user of a transportation facility, and more particularly to a method for giving an incentive to a user who stands by outside a station for the purpose of eliminating congestion in a train or a station.

  In transportation systems such as railways, if there is a transportation disruption such as a delay or suspension due to an accident or breakdown, the train, platform, and station premises are very crowded. As a method for solving this problem, there is a system for issuing a delay certificate or a transfer ticket without involving a station attendant.

  However, there are some users who want to avoid congestion because they are not in a hurry, and those who want to go out of the station because they want to finish simple tasks while waiting for recovery. If there is a mechanism to support users who have a need to wait outside the station in the event of transportation disruptions, it will reduce congestion in the station and train as a result. be able to.

  A conventional mechanism for encouraging users to participate is a commuter pass. If the user had a commuter pass and was within the regular section, the user could freely enter and exit the station through the ticket gate. In addition, when a user who entered with a SF (stored fair) ticket that saves fares on the ticket in advance, it must normally be handled by a station attendant when it enters from the same station. There is a technology that allows users to enter without being lined up at a manned counter by setting up an accident in the ticket gate when confusion occurs so that the ticket gate can perform admission cancellation processing (non-patent literature) 1).

  However, if you get on the train with an SF ticket, once you get out of the ticket gate, the journey will be completed at that time, and the first boarding fee will be generated the next time you enter. As a method to solve this problem, a system (Patent Document 1) is proposed in which a user who participates acquires transit information by shopping at a store outside the ticket gate, thereby processing the entrance of the user as transit re-entry. Has been.

  As another mechanism for discounting charges according to user actions, there is a system (Patent Document 2) that calculates postpaid charges that are advantageous to users using history information such as boarding sections and the number of times of use stored in the center server. Proposed.

JP 2007-65746 A JP-A-9-1115017

“Suica and PASMO will start mutual service on March 18, 2007.” [online], East Japan Railway Company, [Search February 2, 2009], Internet <URL: http: / /www.jreast.co.jp/press/2006_2/20061215.pdf>

  However, the above-described conventional proposal has the following problems.

  In Patent Document 1, it is necessary to manage information outside the transportation system, and it is difficult to prepare resources for dealing with an unclear situation of when and where the transport disruption occurs.

  Also, it does not hold information on transportation disruptions. Therefore, it cannot be judged whether or not transportation disruption has occurred at the station where the user is located. In addition, it is impossible to determine whether the user is a person who has been waiting outside the station avoiding transport disruptions.

  Specifically, it is impossible to determine whether the user's boarding route after re-entry overlaps with the transportation disruption section and whether it is opposite to the previous boarding route, so for example, the user who re-entered after entering It is not possible to tell whether the person who was waiting for the recovery of the transportation disruption or the person who had errand at the station originally. Therefore, incentives can not be given to transportation disruptions depending on the degree of difference between whether the train is disconnected or delayed, or whether recovery is fast or slow.

  Patent Document 2 is a technique for performing discount processing based on boarding records accumulated in a center server. Therefore, it has been difficult to give an incentive to a ticket that is not ID-managed by the center server, such as an anonymous SF ticket.

  In addition, since it is a technology that accumulates boarding records in a center server via a network, it is difficult to immediately give incentives to users. If an incentive is to be given to the user during transportation disruptions, it is necessary to process all entrances and exits with the center server, and the load on the center server and the network is enormous, making it difficult to implement.

  The present invention has been made in view of the above, and by increasing the number of users who are willing to wait outside the station when transport disruptions occur, as a result, the congestion in the station can be eliminated and used. It aims at providing the incentive provision method and the incentive provision system to the user who waits outside a station which reduces dissatisfaction of a user.

  Therefore, the present invention determines that a user has entered midway in the event of transportation disruption in a system including an SF ticket that stores stored fairs and a plurality of ticket gates installed at a station. Incentives are given to users according to the impact of accidents.

Specifically, when the user passes the ticket gate using the SF ticket, the ticket gate reads the information recorded on the SF ticket, the type of entry / exit, the passing time, Writing means for writing history information including station code and SF balance;
Accident situation reception processing means for receiving and recording accident situation information when transport disruption occurs,
Accident entry processing means for writing entry information at the time of an accident on the SF ticket when a transport confusion occurs when a user participates,
When the user enters, when reading the entry information at the time of accident from the SF ticket by the reading means, based on the latest entry history and the current entry history, determine whether the current entry is a re-entry, Re-entry processing means for writing re-entry information in the SF ticket when it is determined that re-entry,
A route determination processing means for determining a user's boarding route and discriminating whether the user has waited outside the station when re-entry information is read from the SF ticket by the reading means when the user participates;
The above problem is solved by incentive provision processing means for imparting incentives to a user who can be determined to be a person who has been waiting outside the station by the route determination processing means.

  ADVANTAGE OF THE INVENTION According to this invention, it can detect that the user participated on the way at the time of transportation chaos occurrence, and can provide the incentive granting method and incentive grant system to the user according to the time when it entered midway and the influence degree of the accident. . As a result, congestion in the train and the station can be alleviated, and user dissatisfaction can be reduced.

It is a block diagram of embodiment of this invention. It is a schematic diagram of the data which SF ticket holds. It is a hardware block diagram of a ticket gate. It is a figure which shows the example of the railway map in a present Example. It is a flowchart which shows the leaving process at the time of transportation confusion. It is a flowchart which shows a re-entry process. It is a flowchart which shows the participation process after reentry. It is a figure which shows the detail of accident condition information.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings as appropriate.

  FIG. 1 is a configuration diagram of an incentive provision system according to the present embodiment. As shown in FIG. 1, in this embodiment, the ticket gate 101 installed in each station, the SF ticket 103 held by the user 102, the operation monitoring connected to the ticket gate 101 via the operation terminal 104 or the network 105. Server 106.

  In the figure, a ticket gate 101 is an automatic ticket gate installed at a ticket gate of each station and capable of exchanging data with the SF boarding ticket 103 by a reading means 301 / writing means 302 described later. The SF ticket 103 has a data table 107. In the case of an IC card, the SF ticket 103 further has a transmission / reception device, which is used when the user 102 passes the ticket gate.

  FIG. 2 is a schematic diagram of data held in the SF boarding ticket 103. SF ticket 103 includes entry information at the time of accident, re-entry information, type of use (entrance, participation, sales, charge, etc.), date of use, time of use, station code of use, and SF balance at the time of use. Contains history information and point information.

  FIG. 3 is a hardware configuration diagram of the ticket gate 101. When the user 102 passes the ticket gate using the SF ticket 103, the ticket checker 101 reads the information from the data table 107 recorded in the SF ticket 103, and writes the history information. Means 302, payment processing means 303 for calculating the fee based on the boarding route, adjusting the fee from the SF and creating entrance / exit information, and an accident for receiving and recording the accident situation information in the event of a transport disruption When the situation reception processing means 304 and the user 102 enter, when the transportation confusion occurs, the accident entry processing means 305 that writes the entry information at the time of the accident into the SF ticket 103 and the user 102 enters When the entry information at the time of the accident is read from the SF ticket 103 by the reading means 301, it is determined whether or not the current entry is a re-entry. 3 and re-entry processing means 306 for writing re-entry information, and incentive granting process for giving incentive to the user 102 when the re-entry information is read from the SF ticket 103 by the reading means 301 when the user 102 participates. Means 307; a timer 308 for obtaining time; an I / F (interface) 310 for reading / writing information from / to a magnetic ticket; and transmitting / receiving information via an IC ticket and radio waves; a CPU 311 for calculating; a memory; A storage area 312 composed of an HDD.

  Here, the accident situation information received by the accident situation reception processing means 304 may be input by the station staff from the operation terminal 103, or may be transmitted by the operation monitoring server 101 via the network 102, The monitoring server 101 and a station server (not shown) may transmit via the network 102.

  In addition, the accident status information includes the time of occurrence of transportation disruption for each station, the degree of accident impact (levels such as operation stop, operation suspension, large delay, during delay, small delay, etc.), and recovery from transportation disruption resolved And time.

  Further, in the above incentive provision method, when the user 102 participates, when the re-entry information is read from the SF ticket 103 by the reading means 301, the route determination processing means for determining whether or not the current boarding route is midway due to transportation disruption. The present embodiment also includes an incentive provision processing unit 307 that imparts an incentive to the user 102 when it is determined that the user has entered the middle stage.

  FIG. 4 shows an example of a railway route map to which the incentive provision system according to this embodiment is applied. In the following, when a user enters from station A on route A and then transfers to station B and attempts to enter from station E on route B, the transport confusion occurs on route B, so the passenger leaves the station B and reenters. The case will be described as an example, but the present embodiment is not limited thereto. In addition, the character string described in the lower part of the station in the figure indicates a station code described later.

  First, the user 102 enters from the station A. When the user passes through the ticket gate, the SF ticket 103 is inserted or approached to the ticket gate 101, and the ticket gate 101 performs the ticket gate procedure at the normal time by the reading means 301, the settlement processing means 303 and the writing means 302.

  Next, the user 102 knows that there is an accident on the route B by some method (e-mail, broadcast, wireless LAN, information display device, etc.) and that transport disruption has occurred. So we decided to go out of the station at station B and wait for recovery, and go out through the ticket gate. At this time, the ticket gate 101 receives and records the accident situation information by the accident situation reception processing means.

  FIG. 5 is a flowchart showing processing when the user 102 leaves the station B while the transportation disruption occurs at the station B. When the ticket gate has accident situation information (S001), the accident entry processing means 305 writes the accident entry information ON to the SF ticket 103 of the user who participates (S002). While performing the above process, the ticket checker 101 performs a settlement process and writes a participation history (S003).

Next, the user 102 enters the station B after waiting outside the station.
FIG. 6 is a flowchart showing the processing when re-entering. The ticket gate 101 uses the re-entry processing means 306 to compare the station code of the previous entry history with the station code of the station to which the ticket gate 101 belongs, when the SF ticket participation information is ON (S011). It is determined whether or not (S012). In the case of the same station, the ticket re-entry information is set to ON (S013), the time of the latest participation history (station B participation history), the current time obtained from the timer 308, or the recovery time of the accident situation information The entry time interval calculated by the difference between and is written as re-entry information (S014). Then, exit information at the time of accident is turned OFF (S015) and written. If it is not the same station, the re-entry information is not written and the exit information at the time of the accident is set to OFF.

  In this way, the ticket gate 101 transmits information to other ticket gates and upper servers (operation monitoring server 106 and station server not shown) by processing means for writing exit information and re-entry information at the time of an accident to the SF ticket. It is possible to determine whether or not the user 102 is a person who has been waiting outside the station due to transportation disruption. Further, since the processing is completed between the ticket gate 101 and the SF boarding ticket 103, it is possible to perform the ticket processing at high speed. While performing the above processing, the ticket checker 101 performs checkout processing and writes an entry history (S016).

  Next, the user 102 arrives at the destination station E and participates.

  FIG. 7 is a flowchart showing a process when entering after re-entry. When the re-entry information of the SF ticket is ON (S021), the ticket checker 101 uses the route determination processing unit 309 to determine the current boarding route from the latest entrance history (entrance history at the station B) and the current entry history. , The previous boarding route is judged from the previous entry history (entrance history at station A) and the latest participation history (entry history at station B), and the traveling direction of the route is reversed by comparing the two routes Specifically, it is determined whether or not the route is such that the user turns back at the station B, and it is determined whether or not the user 102 is a person waiting outside the station (S022). If it can be determined that the person is waiting outside the station, the incentive provision processing means 307 gives an incentive to the user (S023). After that, the re-entry information is turned off (S024), the settlement process is performed, and the participation history is written (S025).

  By taking the route determination processing means 309 as described above, the ticket gates at each station can perform processing only by holding accident status information for only the station to which the station belongs. Furthermore, if the accident situation information is transmitted from the operation terminal 104, the operation monitoring server 106 in FIG. 1, a station server (not shown), and the network 105 can be realized with a configuration unnecessary.

  Here, the route determination processing means 309 determines whether the current boarding route includes a transportation disruption section calculated based on the accident situation information, in addition to the comparison of the previous boarding route and the current boarding route. You may do it. In this case, the accident status information held by the ticket gate includes information on other stations.

  In this way, by taking the route determination processing means 309, it can be determined whether or not the user is a person who has truly waited outside the station due to transportation disruption. Specifically, a user who has followed the route from station A to station B (standby outside the station) to station B to station C can be distinguished from a person who happened to be at station B and entered the middle. Further, the above-described route determination processing unit 309 makes it possible to give a fine incentive by an incentive giving process described later.

  The incentive grant processing means 307 is configured such that the incentive is read from the re-entry information of the SF ticket 103, the entry time interval that is the interval from entry to re-entry, the distance or fee of the previous boarding route, and the current boarding route A discount fee or points is calculated using any one or all of the distance or the fee and the accident influence degree obtained from the accident situation information.

  FIG. 8 shows an example of accident situation information possessed by the ticket gate 101. The accident status information 801 is divided into five levels such as a station code with which a route and a station can be uniquely determined, distinction between uplink and downlink, and accident impact (for example, operation stop, operation suspension, large delay, during delay, small delay). And the time when the accident impact level was changed.

  In this example, a small delay occurred at 8:01 at station B on the route B (station code: 0BA00B, up and down: 0), and the operation was suspended at 8:05. Thereafter, the delay became large at 9:39, and then gradually recovered, and at 10:07, the delay recovered to a small delay. On the downside of station D (station code 00B00D, up and down: 1), for example, the return operation was performed at station B, so the delay was small at 9:30.

  If the above-described form is adopted, in the standby time calculation step (S014) in the re-entry process of FIG. 6, the recovery time of each station in the accident status information is set to the time when the level of the accident impact level becomes small delay. It may be set, or it may be a time when there is no influence. Thereby, it is possible to reflect the intention of the railroad operator side that the user 102 wants the user 102 to wait outside the station until the accident impact level becomes.

  Moreover, if the above forms are taken, the maximum accident influence degree may be adopted at the stations included in the current boarding route. Thereby, even when waiting outside the station at a station far from the place where the accident occurred, it is possible to more accurately determine the effect that the user 102 has received due to transportation disruption.

  In the present embodiment, granting an incentive means that if the incentive calculated by the incentive grant processing means is a discount fee, the SF ticket is settled by subtracting the discount fee. Moreover, when the calculated incentive is a point, it means storing the calculated point in the data table of the SF ticket.

  As described above, according to the present embodiment, it is possible to give fine incentives according to the degree of accident impact, waiting time interval, and boarding distance to users who have been waiting outside the station at the time of transportation disruption. It becomes.

DESCRIPTION OF SYMBOLS 101 Ticket gate 102 User 103 SF ticket 104 Operation terminal 105 Network 106 Operation monitoring server 107 Data table 301 Reading means 302 Writing means 303 Settlement processing means 304 Accident situation reception processing means 305 Accident entry processing means 306 Reentry processing means 307 Incentive provision processing means 308 Timer 309 Route determination processing means 310 I / F
311 CPU
312 Storage area 801 Accident situation information

Claims (3)

An incentive granting method for an SF ticket that stores a stored fair and a plurality of ticket gates installed at a station,
Reading information recorded on the SF ticket entering by the ticket gate;
Writing the admission information including the transit time when the SF ticket passes the ticket gate by the ticket gate, the station code of the station where the ticket gate is installed, and
A step of receiving and recording the accident situation information when the transport disruption occurs,
If the ticket gate has accident status information, the ticket gate uses the accident ticket to write entry information at the time of the accident on the SF ticket;
Reading information recorded on the SF ticket entering by the ticket gate;
When reading the entry information at the time of the accident from the SF ticket, based on the latest entry information and the current entry information by the ticket gate machine, it is determined whether or not the current entry is a re-entry. Writing re-entry information on the SF ticket;
When entering the SF ticket, when the re-entry information is read from the SF ticket by the ticket gate, giving an incentive according to the re-entry information;
The incentive provision method characterized by providing. The incentive provision method according to claim 1,
When the user participates, when the ticket gate reads the re-entry information from the SF ticket, the ticket gate determines the current boarding route from the latest entrance information and the current entry information, and the accident status information And comparing to determine whether the current boarding route includes a transportation disruption section in comparison,
The incentive granting method is characterized in that the step of giving the incentive gives an incentive when it is determined that the current boarding route includes a transportation disruption section. In the incentive provision method according to claim 1 and 2,
The step of granting the incentive includes the participation interval calculated from the latest entry information and the latest entry information, the previous fee or the previous boarding distance calculated from the previous entry information and the latest entry information, and the latest entry information. Calculate the discount fee or points using any or all of the current price or distance traveled from the current entry information, the accident impact obtained from the accident status information, and the accident recovery time. An incentive grant method characterized by granting a discount fee or points as an incentive.

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