JP2011257842A - Server and computer program to generate information about railroad users - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system which is available for marketing, a railroad transportation plan, and the like by efficiently estimating a route traveled by a railroad user from information such as entrance and exit at a ticket gate or purchase data left as a history in an electronic ticket, and further estimating the user's departure place and final destination including transit, and to provide services using the system.SOLUTION: In the system, a "movement log" is generated by utilizing a "route master" which defines a travel route including an average traveling time and fare without utilizing diagram dataand selecting the route in consideration of weighting (priority) of a route to be selected. For multiple movement logs, "transit determination" is made based on the relationship between a destination station and exit time in one movement log and a departure station and entrance time in another movement log to determine the departure place and final destination of a railroad user as a series of movements.

Description

  The present invention relates to a server and a computer program for generating information related to a railroad user, and in particular, estimates the travel route, starting point, final destination, etc. of a railroad user from electronic ticket usage history data. It is related with the server and computer program for producing | generating the information regarding a railroad user suitable for.

  Electronic train tickets such as IC (Integrated Circuit) cards for railways that have recently been introduced are not required to buy tickets and can also be used as electronic money, while preventing passengers from fraud. It has also produced great effects for railway operators, such as improved efficiency. IC cards (including IC chips built into mobile phones) used as tickets are assigned ID (Identification) codes that identify them. It can be used for information distribution and marketing by using the history of passing ticket gates and purchasing.

  For example, in Patent Document 1, content such as advertisements that the user may have contacted is estimated from the entrance / exit records and purchase records of ticket gates at stations, which are the history of IC cards. A technique for specifying the information and providing information related to the specified content is disclosed.

JP 2009-187329 A

  In the history data of the ticket itself, information as “points” such as entrance / exit at ticket gates remains, but information on what route traveled between those points is not left. If the railway user can clarify the movement route as a “line” of how he / she traveled from the departure station to the arrival station, the scope of application for marketing, railway transportation planning, etc. can be further increased. Can be spread.

  In Patent Document 1, railway schedule (timetable) information is used to estimate a travel route from an entry station and time, an entry station and time. By using timetable information, the accuracy of route estimation is improved, and there is an advantage that a train user can know the exact information of where the station was at a certain time. Since the size of the information is large, there is a problem that it is inefficient to apply this method to a large amount of history information accumulated in the server and that the size of the history information stored after the route estimation becomes enormous. . In addition, the schedule is frequently changed, and it is necessary to perform maintenance of the timetable data every time there is a change, so that there is a problem that the management becomes complicated.

  In addition, when moving from one train station to another, there are multiple railway companies, especially in the Tokyo metropolitan area, so after getting off the train at one railway company and entering another railway company. There is a case of boarding (= defined as “transit”). When grasping an actual travel route of a certain railway user, it is necessary to determine the final destination in consideration of this connection.

  The purpose of the present invention is to efficiently estimate the route that the railroad user has traveled from information such as entrance / exit of ticket gates and purchases that are left as the history of electronic tickets, and also to make transit Estimating the departure and final destinations, information about railway users is generated, and this information can be used for marketing, railway transportation plans, etc., and services using this information can be provided. To provide a computer program.

  A typical configuration of the present invention is as follows. The server of the present invention includes a control unit and a data storage unit, and the data storage unit stores a route of the railway line, a travel route between stations via the route, and a travel time of the travel route, respectively. Master data including the defined information, and log data including the use history of the railway user's electronic ticket, and the control unit is an entry / exit station on the route of the railway user obtained from the use history When there are a plurality of selectable travel routes between the entry / exit stations, the railway is based on the time of the entry / exit stations and the information on the travel route and the travel time of the master data. It is characterized in that a user's movement route is estimated and generated as a movement log.

  According to the present invention, it is possible to efficiently determine a travel route and store a travel log for a large amount of electronic ticket history data. In addition, by making transit judgments, it is possible to grasp the initial departure and final destination of a railway user as a “series of movements”, and generate macro information about the railway user for marketing and railway Can be used for a wide range of applications such as transportation planning.

The figure which shows the whole structure of the railway user's condition grasping | ascertainment system which becomes a 1st Example of this invention. The figure which shows the structural example of the functional block of a server in FIG. 1A, and a data storage part. The figure which shows the relationship between a user's movement and a log | history. FIG. 3 is a diagram illustrating a data structure (master) in the first embodiment. FIG. 3 is a diagram illustrating a data structure (master) in the first embodiment. The figure which shows the data structure (history) of the original log in Example 1. FIG. The figure which shows the data structure (history) of the movement log in Example 1. FIG. The figure which shows the data structure (history) of the connected log in Example 1. FIG. FIG. 3 is a diagram illustrating an example of a route master in the first embodiment. FIG. 10 is a diagram illustrating another example of the route master according to the first embodiment. FIG. 3 is a diagram illustrating an example of a processing flow of the system according to the first embodiment. FIG. 6 is a diagram illustrating a processing procedure of a movement log generation process according to the first embodiment. FIG. 5 is a diagram illustrating a route determination processing procedure according to the first embodiment. The figure which shows the process sequence of the movement log connection process in Example 1. FIG. FIG. 6 is a diagram illustrating an example of movement log generation according to the first embodiment. FIG. 6 is a diagram illustrating a processing procedure of data visualization processing according to the first embodiment. FIG. 6 is a diagram illustrating an example of data visualization processing in the first embodiment. The figure which shows the example of the data visualization process in Example 1, and a continuation. FIG. 5 is a diagram illustrating a processing procedure of a movement log extraction process according to the first embodiment. The figure which shows the whole structure of the railway user's condition grasping | ascertainment system which becomes Example 2 of this invention. FIG. 10 is a diagram illustrating a processing procedure of a movement log generation process according to the second embodiment.

  The present invention is based on the information on the route traveled by the railway user from the “point” information such as entrance / exit of ticket gates and purchase remaining as the history of the electronic ticket, that is, the information on “line”, Is estimated efficiently. In addition, the departure and final destinations are estimated, including transit. In the present invention, diagram data is not used, but instead, a “route master” that defines a travel route including an average travel time and fee is utilized.

In the present invention, a set of an entry log and an entry log having the same ticket ID is defined as a “movement log”. When an entry station and an entry station (and entry / exit time) are specified for a certain travel log, the route master is referred to and a unique route ID is assigned to the travel log. At this time, the route is selected in consideration of the weight (priority) of the route to be selected in accordance with the number of transfers and the required time (including a waiting time that varies depending on the time zone).
Only the route ID selected in the above step is stored in the data to be stored as a travel log, and then when this travel log is used for condition extraction or visualization, etc. Etc., and acquire details.
Furthermore, for multiple “travel logs”, a “transit determination” is performed based on the relationship between the entry station / entry time of one travel log and the entry station / entry time of another travel log. Judge where the user went from where.
Hereinafter, specific examples of the present invention will be described.

  Hereinafter, a first embodiment of a railway user situation grasping system realized by the present invention will be described with reference to FIGS. 1A to 15.

FIG. 1A shows an overall configuration of the first embodiment, and FIG. 1B shows a configuration example of a functional block and a data storage unit of the server in FIG. 1A.
In FIG. 1A, this system includes a server (001) for storing and processing data, and this server (001) is connected to a ticket gate (installed at various locations in a station via a communication network (004). 006, 006 ',-), a payment terminal (007) installed in the station premises, and a control terminal (008). Each ticket gate (006) includes a data storage unit (009, 009 ',).
The server (001) includes a CPU (020), a memory (030), a recording device (032) and a data storage unit (034), and a network I / F (040), and generates information on railway users. It has the function to do. Each device in the server is connected by an internal bus and can exchange data with each other. The CPU (020) is configured mainly with a microprocessor, and executes various programs in the computer by executing programs stored in the memory (030) and the recording device (032). As a computer program, a data communication / processing program for external data communication and input / output, and a data storage unit that records the use history of the railway user passing through the ticket gate using an electronic ticket as log data. There is a program for recording, as master data, information that defines stations and routes of the railway line and at least one travel route that can be selected between the entry / exit stations. That is, there are a master data generation processing program (050), a movement log generation / concatenation processing program (060), a data extraction / visualization processing program (070), and a data communication / processing program (080).

  The server (001) receives an instruction input from an instruction input device of a control terminal (008) such as a PC connected via a network, and outputs a result for the instruction to the control terminal (008). The memory (030) is realized by, for example, a random access memory (RAM), a read only memory (ROM), or the like, and stores a program executed by the CPU (020), data to be processed, and the like. The recording device (032) is, for example, a non-volatile memory such as a flash memory, and the data storage unit (034) is composed of, for example, a hard disk or a DVD and their drives, and is executed by a program or process executed by the CPU (020). Store data. The control terminal (008) includes input means such as a keyboard and a mouse, output means such as a liquid crystal display panel and a printer, and a data storage unit (010).

  When a railway user (= user) (002) touches a ticket gate (006) at a station or a payment terminal (007) at a store with an electronic ticket (005), the ID and terminal (006) of this user (002) Information (301) including the location / processing code / processing date / time of (/ 007) is transmitted to the server (001). This information transmission may be performed in real time, or may be transmitted at an appropriate timing after being temporarily stored in the data storage unit (009) of the ticket gate (006).

  As shown in FIG. 1B, the server (001) mainly includes a data storage unit (100) and a control unit (200) in terms of functions. The data storage unit (100) is divided into a log data storage unit (101) that is a history of electronic tickets, and a master data storage unit (102) that is necessary for various processes.

  When the operator (003) who analyzes the data to grasp the situation of the railway user inputs (selects) the condition to the server (001) through the control terminal (008), the data extraction / visualization processing unit (202) A predetermined process is performed by. Information on the status of the railway user based on this processing is stored in the data storage unit (010) of the control terminal (008), visualized as necessary, and displayed on a display device (not shown).

  What is held in the log data storage unit (101) is “original log data with ID” (110), which is sent by information transmission (301) and stores the electronic ticket use history of each user. "Movement log data" (120) obtained by analyzing the data, "Concatenated movement log data" (130) obtained by concatenating these, and the like are included.

  The data stored in the master data (102) includes a “station master” (140) that manages information about stations, a “route master” (150) that manages information about routes, and a “station” that associates station masters with route masters. -“Route Master” (160), “Route Master” (170) for managing information related to the route, “Route Ride Master” (180) for managing information related to the route on the route in the route master, Route Master and Route Boarding "Route-ride relationship master" (190) for associating with the master, "Card / user master" (210) for managing information related to cards and users, "Transfer information master" for determining the transit relationship of multiple travel logs ”(220)”, “Store Master” (230) that manages information regarding the store where the payment terminal (007) is installed, and the like.

  The control unit (200) includes a “movement log generation / concatenation processing unit” (201) for generating a movement log and a connection process thereof, and a “data extraction / visualization process” for performing data extraction and conversion processing on the generated movement log. Unit "(202), a data communication / input / output processing unit (203) for performing data communication and input / output with the outside, a master data generation processing unit (204), a database access processing unit (205), and the like. `` Movement log generation / concatenation processing unit '' (201) is a movement log generation / consolidation processing program 060, `` Data extraction / visualization processing unit '' (202) is a data extraction / visualization processing program 070, data communication / input / output processing unit ( 203) is a function obtained by executing the data communication / processing program 070 and the master data generation processing unit (204) by executing the master data generation processing program 050 on the computer.

  When the operator (003) who performs data analysis inputs (selects) conditions to the server (001) through the control terminal (008) (302), predetermined processing is performed by the data extraction / visualization processing unit (202). The result can be obtained (303). This acquisition result (011) is stored in the data storage unit (010) of the control terminal (008) if necessary, and used for subsequent marketing activities such as visualization (304).

  FIG. 2 shows the relationship between the movement of passengers using the railway and the history using a simple example. In this example, as indicated by the thick arrow, after entering the ticket gate from station A (401), changing to another route at station C (403), entering the ticket gate at station B (402), In order to transfer to another company's line (416), it shows the movement to enter the ticket gate at F station (406), change at H station (408) and enter the ticket gate at G station (407).

  Here, `` transfer '' is defined as changing from a line in the same railway company's ticket gate to another route, and `` transfer '' is once to exit the ticket gate to transfer to another company's line, It is defined as entering the ticket gate. The transit stations (here, B station (402) and F station (406)) are stations of different railway companies, but may be located on the same site or at some distance. It may be necessary to move on foot. In an actual railway, there are mutual connections between multiple railway companies, but in this case, since it is a transit without going through a ticket gate, it is not included in the definition of “transit” here.

  In FIG. 2A, selectable travel routes from station A (401) to station B (402) include the route via station C (403) indicated by the solid line and station D (404). There is also a route (indicated by a dotted line) that goes through E station (405). Since the movement from the A station (401) to the B station (402) is the movement in the ticket gate (414), as the history of the electronic ticket, the ticket gate entrance (417) at the A station (401) and the B station ( Only the ticket gate appearance (418) remains in (402) (if a purchase is made in the middle of movement, a purchase history also remains). Therefore, it is not clear which route was used only from the ticket entry / exit history stored as the use history of the electronic ticket. Therefore, it is necessary to perform processing for estimating a route that may have been used to move according to a predetermined rule described later. Similarly, the movement from the F station (406) to the G station (407) may also be a route that does not pass through the transfer at the H station (408), that is, movement (415) in the ticket gate. In the present invention, one of the movement paths estimated as described later among the movement paths (414) and (415) in the ticket gate is “movement log 1” and “movement log 2”, respectively. ".

  More broadly, as shown in Fig. 2 (B), the possible travel routes from station A (401) to station G (407) are B station (402) / F station (406). There is a method of transferring only at I station (409) (transfer within the ticket gate) without connecting, and a route connecting at J station (410) / K station (411). In other words, when going from the A station (401) to the G station (407), there are seven selectable travel routes (options) including the connection. It is possible to accurately grasp the flow of passengers by grasping at what ratio each travel route is selected by the “travel log”. For example, if it is known how many passengers use the C station (403), a wide range of applications such as comparison with purchase data at the C station and a store opening plan are possible. The object of the present invention is to grasp such a human flow (human flow) as “line” or “surface” information based on “movement log” from history data of electronic tickets that are a set of “points”. It is to be applicable to various ranges.

  FIG. 3A to FIG. 4 show typical data structures of the data storage unit (100) in FIG.

First, various master data (102) will be described with reference to FIGS. 3A and 3B.
The station master (140) is the master data that manages information about the station, and stores information such as station ID (141), station name (142), railway company (143), station location (144), latitude and longitude (145), etc. Including.
The route master (150) is master data for managing information related to the route, and stores not only the so-called XX line unit but also the types such as ordinary trains, rapid trains, and express trains. It contains information such as route ID (151), route name (152), railway company (153), route type (154) such as normal / limited express.

  The station-route relationship master (160) is master data for associating the station master with the route master, and for the combination of the route ID (161) and the station ID (162), the arrangement order of the stations on the route (163), It includes information such as stop / passage station type (164), required time from the first station (165), and the like.

  The route master (170) is master data for managing information related to a route, and is basically used for assigning a route to movement data in which an entrance station and an exit station are designated. At least one or more types of route candidates need to be defined for a pair (entrance) of an entry station and an entry station. In the simplest case, one type of route candidate is defined for one section. On a complicated route map such as the Tokyo metropolitan area, the accuracy of route determination can be improved by increasing the number of route candidates. Route master is route ID (171), entrance station ID (172), departure station ID (173), number of boarding (174), day of the week (175), time zone (176), standard required time (177), shortest required Information such as time (178), fee (179), priority (169), etc. is included. Here, the shortest required time is the time required for pure transfer, excluding the transfer time and waiting time, and the standard required time is the transfer time, waiting time, etc. In addition, it is the average time taken from entry to entry. The minimum required time does not vary greatly depending on the day of the week and the time zone, but the time required for transfer varies depending on the congestion level of the station, the waiting time varies depending on the day of the week (weekdays / holidays) and the time zone, depending on the frequency of the train. is there. Therefore, even in the route master, the standard required time and priority are defined in advance according to the day of the week and the time zone using diagram information. The accuracy of the definition here will affect the accuracy of route determination using this master, but it may be defined according to the accuracy required for the required route determination, and accurate diamond information is not necessarily required. There is no need to reflect.

  Route determination as described later with reference to FIG. 9 is performed for a given set of entrance and exit stations, but information on average required time is required at this time. It is sufficient that at least one type of average required time is defined for a route, but for sections where the required time and priority differ significantly depending on the time zone and day of the week, it may be added as necessary. .

  The route boarding master (180) is master data for managing information related to boarding on the route in the route master, and defines which route from which station to which station. It includes information such as boarding ID (181), boarding station ID (182), getting-off station ID (183), route ID (184), standard boarding time (185) and the like.

  The route-riding relationship master (190) is master data for associating the route master and the route boarding master, and defines which route boarding masters are arranged in which order in a certain route. Route ID (191), boarding ID (192), order (193), standard time required for transfer (194), day of the week (195), time zone (196), standard waiting time (197), etc. Contains information.

  The card / user master (210) is master data for managing information related to cards and users.The card ID (211), user ID (212), name (213), gender (214), date of birth (215), Includes personal information such as residential area (216) and information such as membership type (217). Here, information capable of identifying an individual such as a name and a detailed address is not essential for the operation of the system. Attribute information such as gender and age is not always necessary, but it is often useful for marketing activities after data processing. Various information related to users not listed here (profession, work area, etc.) However, if it is useful for subsequent marketing activities, it is desirable to collect and store it.

  The transit information master (220) is the master data used to determine the transit relationship between multiple travel logs.The station ID (221), entrance station ID (222), connection type (223), and transit Information such as the standard required time (224) is included.

  The store master (230) is master data for managing information related to the store where the payment terminal (007) is installed.The store ID (231), store name (232), type (233), nearest station / installed station ( 234) and business hours (235).

4A to 4C, various log data (101) will be described. 4A shows the data structure (history) of the original log, FIG. 4B shows the data structure (history) of the migration log, and FIG. 4C shows the data structure (history) of the connected log.
In FIG. 4A, the original log data (110) includes log ID (111), card ID (112), date and time (113) when the ticket gate passing / purchase processing is performed, its terminal (114), and processing type (115). ), Information on payment amount (116). The process type (115) is information indicating the type of process for which the log is acquired, such as “participation” and “entrance” for a ticket gate or a gate, and “purchase” for a settlement / product sales terminal.

  The movement log (120) shown in FIG. 4B is obtained by linking the entry log and the entry log from the original log data (110) and further associating the route. Travel log (120) includes travel log ID (121), card ID (122), ticket gate entry time (123), ticket gate entry time (124), ticket gate entrance station (125), ticket gate entry station (126), payment It includes information such as the amount (127) and route ID (128).

  The connected movement log (130) shown in FIG. 4C is obtained by further connecting the movement log (120) and connecting to a series of movements. Connected movement log (130) is connected movement log ID (131), card ID (132), departure time (133), arrival time (134), departure station (135), arrival station (136), total payment (137), information such as the number of connections (138).

A specific example of the master data described above will be described with reference to FIGS.
FIG. 5 shows an example of the station master 140 and the route master 150. As shown in Fig. 5 (A), there are three types of stations between A1 and B4 stations: △△ line stops at each station (421), △△ line express (422), and □□ line direct △△ line (423) It is assumed that there are a total of 15 stations including A1 to A11 stations and B1 to B4 stations. ● represents a stop station and ○ represents a passing station. □□ Line Direct △△ Line (423) is a line where multiple railways are connected to each other, and A8 and B1 stations are in the same station in the same ticket gate, and □□ Line and △△ Line You can go back and forth.

  First, the station master (140) shown in (B) of FIG. 5 defines the station name and location information of each station from the A1 station to the B4 station. Here, when the railway company of the route which stops or passes differs, even if it is a case where it is regarded as the same station for a user, it defines as a separate station. For example, when a plurality of railway lines operate, such as Tokyo Station and Shinjuku Station, a different station is defined for each railway company. As in the example of FIG. 5, even if A8 station and B4 are the same station including the ticket gates due to mutual entry, A8 station and B1 station are defined separately.

  In the route master (150) shown in FIG. 5C, attributes such as the name of each route and a railway company are defined. Also here, there is a route called “ΔΔ line” as a general name, and when there are a plurality of different trains at different stations such as stops, express trains, and limited express trains, these routes are defined separately.

  The station-route relationship master (160) shown in (D) of FIG. 5 defines the relationship between the station master (140) and the route master (150). The A1 station is the first station on three lines, so the order is “1”. For each line, stop stations and passing stations are defined in order. In addition, the A8 and B1 stations, which are the bases for mutual entry, are defined as “entry stations” and are defined as separate stations.

  FIG. 6 shows another example of the route master 170. In FIG. 6A, as shown in FIG. 2A, the route from station A (401) to station B (402) is route 1 via station C (403) and station D ( 404) · Route 2 via E station (405) exists. Like (A) in Fig. 5, ● represents the stop station, ○ represents the passing station, and C station (403), D station (404), and E station (405) need to be transferred to different routes. To do.

  As in the previous example, the station master (140) shown in FIG. 6B defines a station, and the route master (150) defines a route. The route master (170) defines the outline of what kind of travel route is possible for the set (section) of the entrance station and the departure station. In order to express the breakdown of the detailed route, A route boarding master (180) and a route-boarding relation master (190) are used.

  In this example, the route master (170) uses 2 routes for daytime route 1 (424) on weekdays for two types of routes where the entry station is A station (401) and the departure station is B station (402). Times, standard travel time is 62 minutes, minimum travel time (total time spent on the train) is 50 minutes, the fare is 800 yen, and the number of rides on route 2 (425) in the daytime on weekdays is also 3 times It is defined that the standard required time is 50 minutes, the shortest required time is 37 minutes, and the fee is 800 yen. Here, the “priority” is a percentage of the probability that this route is selected based on a rule described later. That is, in this example, the route 2 (425) is selected at a ratio of 6 to 4 with respect to the route 1 (424). However, since the standard time and priority may differ depending on the time zone and day of the week, different information is defined for each time zone and day of the week as necessary.

  In order to define the detailed route of the route master (170), the route boarding master (180) and the route-boarding relationship master (190) are used. The route boarding master (180) defines a portion of each route that has boarded a certain route. In the example of FIG. 6, a boarding (426) for five minutes (standard required time) on the route V from the station A (401) to the station C (403) is defined as a boarding ID [40001]. Similarly, 45 minutes on line W (427), 10 minutes on line X (428), 10 minutes on line Y (429), 17 minutes on line Z (430) Is defined. The route-riding relationship master (190) associates the contents of these route boarding masters (180) with the route master (170). Define the boarding order, standard time for transfer, standard waiting time, etc. Since the standard time may differ depending on the time zone and day of the week, different information is defined for each time zone and day of the week as necessary. In this way, a route from one station to another station can be defined by the route master (170).

  Next, an example of a general processing flow of the railway user situation grasping system according to the present embodiment will be described with reference to FIG. First, master data generation processing (S310) is performed. This master data may be updated as appropriate when the railway usage environment changes, such as major schedule revisions, new stations, and new routes. Next, condition input / setting (S311) for generating “movement log” data is performed. For example, data is generated for a user A in a certain area. Next, “original log” data acquisition (S312) and “movement log” generation processing (S313) are performed. In generating the movement log, route determination processing (S314) is performed as necessary. Furthermore, the migration log data for each user completed by performing the “concatenation of migration logs” process (S315) is held in the storage unit (S316). Similarly, movement log data is added / updated (S317). The movement log data for each user held in the storage unit is extracted and edited according to the use by the operator of the control terminal 008, visualized (S318), and the information is utilized. In addition, although the said process was shown as a series of flows, it cannot be overemphasized that the program which performs any process may be selected and a process may be performed separately. Hereinafter, main processes will be described in detail.

  First, the processing procedure of the movement log generation process (S313) executed by the “movement log generation / concatenation processing unit” (201) in FIG. 1 will be described with reference to FIGS.

FIG. 8 shows the procedure for generating the movement log 120 step by step.
First, the original log data is separated for each card ID, and for each user ID, a pre-process (S330) for arranging the data in time series is performed.
[1] Next, the following is repeated for the data for each separated card ID (S331). In other words, [1-1] the entry station, entry date / time, entry station, entry date / time on the memory are cleared, transit station information is cleared (S332), and [1-2] the following branch processes are arranged in time series Repeat for each log (S333).

  [1-2-1] Here, when the log processing type is “entrance” (S334), [1-2-1-1] set the log value to the entrance station and the entry date and time in memory. (S335). [1-2-2] If the log processing type is “Enter” (S336) and [1-2-2-1] Entrance station and entry date / time are set, the entry station and entry in memory The current log value is set at the date and time, and the process proceeds to the next process (S338) (S337). If the entry station / entry date / time is not set, it is determined that the corresponding entry record does not exist, and the process proceeds to the next log processing. [1-2-2-2] If the entry station / entry date / time / participation station / participation date / time are set, route determination is made using additional transit station information (S338, this The route determination process will be described with reference to FIG. [1-2-2-3] After the route determination is completed, a value is stored in the movement log 120 (S339).

  [1-2-3] If the log processing type is “Purchase” (S340) and [1-2-3-1] Admission station / entry date / time is set, purchase in the ticket gate Assuming that there is a station, the installed station is extracted from the store information of the purchase log, and the log information is set as the transit station information (S341). If the entrance information is not set and the station where the store is installed cannot be acquired, the process moves to the next log. For the movement log 120 generated by these processes, the “movement log concatenation process” shown in FIG. 10 is performed.

  Here, the description of the route determination (S338) will be supplemented. FIG. 9 shows a processing procedure for route determination (S338). With the series of processes shown in FIG. 8, the route master (170) is first searched from the combination of the entry station and the entry station in the state where the entry station, entry date and time, entry station, and entry date of the movement log are confirmed, and the movement log Those matching the time zone and day of the week are extracted as candidates (S350). Here, when the transit station information from the purchase log is set, narrow down the candidate routes by the route passing through the transit station (S352). If the route is uniquely determined at this stage (S353), the process is terminated (S358). Among the narrowed routes, if a route that is actually shorter than the shortest required time of other candidate routes is found (S354), narrow down the route with the shortest required time <actual time. (S355). If the path is uniquely determined at this stage (S356), the process is terminated (S358). If there are a plurality of finally narrowed routes, a route is allocated according to the priority value by generating a random number (S357), and the route is determined (S358).

  FIG. 10 shows a processing procedure of the movement log concatenation process (S315). With the movement log (120) generated by the processing shown in FIGS. 8 and 9 (S360), the following processing is repeated for each card ID (S361). First, departure information (departure station / departure date / time) and arrival information (arrival station / arrival date / time) on the memory are cleared (S362), and the process is repeated for time-series travel logs (S363). If departure information and arrival information are set (S 364), the transit information master (220) is searched from the arrival station (= the station from which the previous travel log was entered) and the current travel log entry station. The standard transit time is acquired (S365). Also, the actual transit time is obtained from the difference between the arrival date and time (= date and time of previous travel log entry) and the current travel log entry date and time (S366), and compared with the standard required time (S367). ). If the actual transit time is shorter than the standard time plus the margin value set in advance, the previous travel log and the current travel log should be linked. The departure station and departure date and time are the same as before (S368). If it is determined that the actual connecting time is long, the movement log is not connected, and the information such as departure information / arrival information and the number of connections currently stored in the memory is connected to the connected movement log. Store as (130) (S369). Here, since the log connection is once released, the entry station / entry date / time of the current travel log is set as the departure station / departure date / time (S370). The same processing is performed even when departure information is not set from the beginning. Then, the entry station / participation date / time of the current movement log is set to the arrival station / arrival date / time in the memory (S371), and the process proceeds to the next log processing.

  FIG. 11 shows an example in which movement logs are generated and linked by the processes of FIGS. 8 to 10 under the conditions defined in FIG.

  In the original log (110), time-series ticket histories of two users with card IDs [80001] and [80002] are displayed. Similarly, there is a record that both the user with card ID [80001] and the user with card ID [80002] entered from station A (station ID [10101]) and entered from station B (station ID [10102]). Yes. Looking only at the entry / exit records, the movements of the two seem to be the same, but they are assigned to different movement paths by the determination process in FIG. For example, a user with a card ID [80001] is determined to have used route 1 (route ID [30001]) via C station because there is a purchase record at the store at the station C serving as a transfer station. The In addition, the user with card ID [80002] arrives in 48 minutes, which is shorter than the shortest required time (50 minutes) for route 1 from entry to entry. It is determined that it is impossible, and route 2 (route ID [30002]) is selected. If the route is not uniquely determined due to the purchase information and the required time as in this example, the route is probabilistically assigned according to the priority according to the time zone and the day of the week. In this way, the movement log (120) is generated from the original log (110) which is the history of entry and participation, and the connected movement log (130) is further generated from this by the transit determination process. The generated “movement log data” (120), “concatenated movement log data” (130), and the like are held in the log data storage unit (101).

  Next, the use / visualization process (S318) of the generated movement log will be described with reference to FIGS.

FIG. 12 is a diagram showing a migration log visualization process procedure. The following process is repeated for the movement log (120) generated and linked by the movement log generation process.
First, the entry date and time and entry date and time in the travel log are loaded into the memory (S381), and the route master (170), route boarding master (180), route-boarding relationship master (190) are referenced from the route ID, and stored in the memory. Expand the moving log detailed data to. That is, by adding the boarding time, transfer time, waiting time, and the like from the entrance time, information is obtained on which route at which station and on which route it got on / off (S383, S384). Furthermore, the station-route relation master (160) is used to allocate stay times at stations including stop / passing stations on the route (S385). Here, the “standard required time” is a standard (average) required time, and there is a difference from the required time required for actual movement. When the actual time taken is shorter than the standard required time, the transfer time and waiting time are shortened to approach the shortest required time registered in the route master. On the other hand, if it takes a long time to move, you can go shopping and eat during the transfer, sit down slowly waiting for the next train instead of taking the train that came soon, There are various reasons such as getting on at each station without getting on, getting back after getting over, or the train being delayed due to an accident or operation trouble. The time obtained by subtracting the standard required time from the actual time taken is referred to as “residence time”. Regarding the handling of the residence time, it is allocated evenly to the required time at each transfer station, or assigned to the first station (from entering the ticket gate to boarding) / the last station (from getting off to entering the ticket gate) As a result, the station stays at the moving station from the ticket gate entrance to the ticket gate entrance by a predetermined method. Moreover, when the frequency of the train on the route is known, a method of finely adjusting the station stay time in accordance with the departure timing of the train can be considered.

  The visualization movement log data developed on the memory in this way is plotted on the map according to the latitude and longitude of the station (S387). By displaying the animation along the flow of time, it is possible to visualize how this passenger traveled from the entrance station to the departure station. By performing this on the connected movement log, it is possible to visualize the flow of a series of movements from departure to arrival as well as entry to departure. Furthermore, by performing this operation for a large number of movement logs and connected movement logs, it is possible to grasp the flow of passengers on the route map.

  13 and 14 are examples of the data visualization process shown in FIG. FIG. 12 shows the result of performing the process of FIG. 12 on the movement log of the card ID [80002] obtained in FIG. In the movement log data for visualization (441), arrival time and stay time are developed for each station from entrance to the ticket gate to boarding, passing, stopping, getting off, and exiting the ticket gate. This information is plotted in correspondence with the position of each station on the route map (latitude / longitude information and route relationship diagram).

  Such a visualization process makes it possible to intuitively grasp the flow of people on a route map, and enables a wide range of applications in terms of marketing and railway transportation planning. For example, if a certain time (period) of a certain day is determined and the movement of all passengers is animated on the route map, the flow of passengers can be grasped every moment. If the movement route of a specific passenger in a specific period is drawn together, the action range (territory) of that passenger in that period can be grasped. If you draw the movement of a group of passengers who meet a specific condition (for example, passengers who use a certain store or a passenger who satisfies a specific attribute such as a woman in their 30s), when and where the passenger group is distributed I can understand the situation. In this way, it is possible to grasp the human flow from a viewpoint that has not been understood in the analysis so far, and the application range of data is expanded.

  Finally, FIG. 15 simply shows the processing procedure of the movement log extraction processing under various conditions. The simplest condition is 1. Extracting a log using the target station for entry or exit (451). This applies to cases where both the entry station and the entry station are specified and extracted, or when conditions such as the date and time (time zone) of entry and participation are added and extracted (the same applies to the subsequent conditions). . In this case, a log in which the target station is an entrance station or a departure station may be extracted from the movement log (120) (S390). However, in this case, it is only necessary to extract the entrance and exit logs from the form of the original log (110), so there is no need to bother generating the movement log.

  The next condition is the case where the starting station and / or the arriving station of a series of movements are specified and extracted instead of entering and exiting the station (452). In this case, the log can be extracted by specifying the departure station and the arrival station for the connected movement log (130) (S391). The advantage of extracting under this condition is that people's movements can be extracted from the viewpoint of the starting point and arrival point (destination) of a series of passenger movements, except for passengers who entered and exited the station as a mere transit. It is in.

  Next, in addition to entering / exiting, 3. Log is extracted including people who used the station for transfers (453). In this case, first, the boarding ID of the target station that is the boarding station or the getting-off station is extracted from the route boarding master (180) (S392). The route ID of the route master (170) including the boarding ID extracted here is extracted from the route-riding relationship master (190) (S393). Then, a log satisfying the condition can be extracted by extracting a log associated with the route ID from the movement log (120) (S394). Logs extracted under this condition are logs that “use” the target station (= step on the station premises), so the percentage of stores in the station premises and the time required for transfer By checking the user's age structure according to the distribution and time zone, it is possible to grasp the flow and tendency of people in the ticket gate of a certain station.

  As a slightly more complicated extraction condition, there is a case where the extraction is performed at a station that has stopped or passed (454). In this case, using the route boarding master (180) and the station-route relation master (160), the boarding ID of the section from the boarding to the getting-off is the section including the target station (S395). Similarly, the route ID of the route master (170) including the extracted boarding ID is extracted from the route-boarding relationship master (190) (S396). Then, a log satisfying the condition can be extracted by extracting the log associated with the route ID from the movement log (120) (S397). Under this condition, for example, by extracting a log that has passed near a station in a certain time zone, it is possible to check the influence of operation abnormality and delay, or to grasp the congestion status of the train.

  Also, instead of paying attention to the station, it is also possible to extract (455) by the route on which it was boarded (455). In this case, the boarding ID for getting on the target route is extracted from the route boarding master (180) (S398), and the route ID of the route master (170) including the extracted boarding ID is obtained as the route-riding relationship master (190). (S399), and a log associated with the route ID is extracted from the movement log (120) (S400). It is also possible to select not only the entire route but also a section. As a result, it can be used to examine the utilization rate of the route and the effects of advertisements and digital signage installed on the train.

  The first embodiment of the present invention has been described with reference to FIGS. According to the present embodiment, for the electronic ticket history data, it is possible to efficiently determine the travel route and store the travel log, and by grasping the flow of passenger movement including “a series of travel” A wide range of applications are possible.

  In the present invention, a “route master” that defines a travel route including an average travel time and fee without using diagram data is utilized. Since the diagram data is not used, the amount of information stored in the server may be small, and the processing is efficient. In addition, even when there are frequent diamond changes, it is not necessary to perform maintenance one by one, and management is simplified. In addition, since the average travel time without using the diagram data, in other words, the relative value is used, even if there is a slight disturbance in the daily schedule, it absorbs to a certain extent and makes an appropriate route determination. It can be carried out.

Hereinafter, a second embodiment of the system for generating information on railway users realized by the present invention will be described with reference to FIGS.
In the second embodiment, the route determination process from entry to entry (within the ticket gate) is omitted, and “concatenation of movement logs” is emphasized as “a series of movements”. Of the log extraction examples in FIG. 15 of the first embodiment, “1. Log extraction using the target station for entry or participation” and “2. Extraction by designating a departure station and / or arrival station of a series of movements” The process is simplified. Therefore, masters necessary for route determination are omitted in the system configuration diagram shown in FIG.

  Further, in the processing procedure shown in FIG. 17, the route determination step (S338, S340, S341 in FIG. 8) of the first embodiment is omitted, and after generating a travel log from the entrance log and the exit log (S339), the travel log The connection process (FIG. 10) is started.

In the second embodiment of the present invention, since the route in the ticket gate cannot be grasped compared to the first embodiment, the accuracy of grasping the flow of people is inferior, but there is an advantage that the processing is simple and high speed. . If a detailed movement route is not necessary for the purpose of extracting and using the movement log, such a system configuration is also possible.
[Industrial applicability]
Based on a large amount of electronic ticket history data, micro / macro information such as travel routes on routes that could not be understood from mere entry / exit history, as well as information on departure and final destinations of railway travelers It is possible to grasp the flow of people. By using it for log extraction and visualization under various conditions, a wide range of applications such as marketing and railway transportation planning becomes possible.

  001: Server, 002: User, 003: Operator, 004: Network, 005: Electronic ticket, 006: Ticket gate, 007: Payment terminal, 008: Control terminal, 009: Data storage for ticket gate and payment terminal, 010: Control terminal data storage unit, 100: Data storage unit, 101: Log data, 102: Master data, 110: Original log data with ID, 111: Log ID, 112: Card ID, 113: Processing date, 114 : Station (Store) ID, 115: Transaction type, 116: Payment amount, 120: Movement log, 121: Movement log ID, 122: Card ID, 123: Date and time of entry, 124: Date and time of entry, 125: Station ID, 126 : Station ID, 127: Payment amount, 128: Route ID, 130: Connected log, 131: Connected log ID, 132: Card ID, 133: Departure date, 134: Arrival date, 135: Departure station ID, 136: Arrival station ID, 137: Total payment, 138: Number of connections, 140: Station master, 141: Station ID, 142: Station name, 143: Station railway company, 144: Location, 145: Location information (longitude / latitude), 150: Route master, 151: Route ID, 152: Route name, 153: Route Railway company, 154: Route type, 160: Station-route master, 161: Station ID, 162: Station ID, 163: Order, 164: Station type, 165: Time required from the first train, 170: Route master, 171: Route ID, 172: Station ID, 173: Station ID, 174: Number of trips, 175: Day of the week, 176: Time zone, 177: Standard travel time, 178: Shortest travel time, 179: Fee, 169: Priority, 180: Route boarding master, 181: Boarding ID, 182: Boarding station ID, 183: Boarding station ID, 184: Boarding route ID, 185: Boarding time, 190: Route-riding master, 191: Route ID, 192: Boarding ID, 193: Order, 194: Time required for transfer, 195: Day of the week, 196: Time zone, 197: Standard waiting time, 200: Control unit, 201: Moving log generation / concatenation processing unit, 202: Data extraction / visualization processing unit , 203: Data communication / input / output processing unit, 204: Master data generation processing unit, 205: Database access processing unit, 210: Card user master, 211: Card ID, 212: User ID, 213: Name , 214: Gender, 215: Date of birth, 216: Residence area, 217: Membership type, 220: Transit information master, 221: Station ID, 222: Station ID, 223: Connection type, 224: Standard travel time , 230: Store master, 231: Store ID, 232: Store name, 233: Store type, 234: Nearest station / station, 235: Business hours information, 301: History information transmission processing, 302: Condition input (selection) Processing, 303: Result acquisition processing, 304: Visualization, 330-342, 350-358, 360-371, 380-387, 389-399: Processing steps, 401: Station A, 402: Station B, 403: Station C, 404: D Station, 405: E Station, 406: F Station, 407: G Station, 408: H Station, 409: I Station, 410: J Station, 411: K Station, 412: L Station, 413: M Station, 414: Move inside the ticket gate, 415: Move inside the ticket gate, 416: Transfer to other companies, 417: Admission to A station (date and time), 418: Admission to B station (date and time), 419: Admission to D station (date and time), 420: G Station departure (date and time), 421: △△ each line stop, 422: △△ line express, 423: □□ line direct △△ line, 424: route 1, 425: route 2, 426 to 430: to route Ride, 440: Detailed movement log data, 441: Visible Migration log data, 451-455: Extraction conditions.

Claims (20)

A control unit and a data storage unit;
The data storage unit includes master data including information defining a railway route, a travel route between stations via the route, and a travel time of the travel route, and an electronic ticket of a railroad user. Log data including usage history of
The control unit determines whether the entry / exit station has a plurality of selectable travel routes between the entry / exit stations based on information on the entry / exit stations on the route of the railway user obtained from the use history. Based on the time and information on the travel route and the travel time of the master data, the travel route of the railroad user is estimated and generated as a travel log. server. In claim 1,
The master data includes information defining a standard travel time for each travel route between the stations on the railway line where the electronic ticket can be used,
The said control part estimates the movement route of the said railroad user based on the information regarding this standard travel time, and produces | generates the said travel log, The server for producing | generating the information regarding a railroad user characterized by the above-mentioned. In claim 2,
The master data includes a route master that defines the travel route;
The standard travel time defined in the route master is an average time taken from entry to entry between the stations, which is obtained by adding transfer / waiting time to the transit time of the railway line. A server for generating information about railway users. In claim 3,
The travel log consists of a set of an entrance log and an exit log having the same ticket ID,
The control unit receives a designation of an entry station, an entry station, and an entry / exit time, and refers to the route master to assign a unique route ID to the travel log. In claim 3,
The route master includes information defining a priority for selecting one of the routes with priority when there are a plurality of selectable travel routes between the stations,
When there are a plurality of travel routes that can be selected by the railroad user estimated based on the information related to the standard travel time defined in the route master, the control unit is configured to use the railroad user based on the priority. A server for generating information relating to a railway user, wherein the movement log is generated by estimating a movement route of the railway. In claim 3,
The route master includes information defining a fee for a route between the stations,
The control unit obtains from the use history and the route master when there are a plurality of selectable travel routes of the railway user estimated based on the information related to the standard travel time defined in the route master. A server for generating information on a railroad user, wherein the travel log is generated by estimating the travel route of the railroad user based on the information on the toll. In claim 3,
The master data includes a store master that manages information about a store where a payment terminal is installed,
The control unit, when there are a plurality of selectable travel routes of the railway user estimated based on information on the standard travel time defined in the route master, purchase history obtained from the use history A server that estimates and outputs the travel route of the railroad user based on the information on the store master and the information on the store master. In claim 7,
The log data includes original log data with an ID for storing a use history of each train user's electronic ticket,
The control unit analyzes the original log data with the ID and the master data by using the ID of each railroad user's electronic ticket as a key, performs route estimation for each railroad user, and stores the travel log. A server for generating information on railway users, characterized by generating. In claim 8,
The server is configured to be connectable to a control terminal via a network,
The control unit includes a data extraction / conversion processing unit that performs data extraction and conversion processing on the generated movement log,
The data extraction / conversion processing unit extracts the corresponding movement log based on the condition given from the control terminal, and the route on which the railway user has boarded or the station to which the railway user has transferred from the log data and the master data. A server for generating information relating to a railway user, wherein information such as travel time is acquired and transmitted to the control terminal. A control unit and a data storage unit;
The data storage unit includes master data including information defining a railway route, a travel route between stations via the route, and a travel time of the travel route, and an electronic ticket of a railroad user. Log data including usage history of
When there are a plurality of selectable travel routes between the railway user entry / exit stations obtained from the use history of the log data, the control unit determines the travel route of the rail user from the use history. Determined based on the obtained entry / exit station time and the information of the master data and generated as a movement log,
The control unit is based on the information of the usage history and the master data when there is a connecting section between different railway companies between the entry and departure stations of the railway user obtained from the usage history of the log data. The transit judgment of the railway user is performed based on the relationship between the entry station / entry time of the travel log of one railway company and the entry station / entry time of the travel log of another railway company. A server for generating information relating to a railway user, characterized in that a connected movement log is generated as a movement of the railway. In claim 10,
The master data includes information defining a standard travel time for each travel route between the stations on the railway line where the electronic ticket can be used,
The control unit is configured to estimate information on a railroad user's travel route for each railroad company based on the standard travel time information and generate the connected travel log. Server to generate. In claim 11,
The master data includes a route master that defines the travel route for each railroad company,
The standard travel time defined in the route master is an average time taken from entry to entry between the stations, which is obtained by adding transfer / waiting time to the transit time of the railway line. A server for generating information about railway users. In claim 12,
The control unit allocates the route based on the information of the route master to each movement log data in which an entrance station and a departure station are designated, and a server for generating information on a railroad user . In claim 13,
The route master includes information defining a priority for selecting one of the routes with priority when there are a plurality of selectable travel routes between the stations,
When there are a plurality of travel routes that can be selected by the railroad user estimated based on the information related to the standard travel time defined in the route master, the control unit is configured to use the railroad user based on the priority. A server for generating information relating to a railroad user, wherein the connected travel log is generated by estimating a travel route of the train. In claim 13,
The master data includes a store master that manages information about a store where a payment terminal is installed,
The route master includes information defining a fee for a route between the stations,
The control unit obtains from the use history and the route master when there are a plurality of selectable travel routes of the railway user estimated based on the information related to the standard travel time defined in the route master. Information relating to the railway charges, and information relating to railway users, wherein the connected movement log is generated by estimating the movement route of the railway users based on a history of passage and purchase of ticket gates at each station. Server for generating. In claim 10,
The control unit includes a movement log generation / concatenation processing unit,
Stored in the master data is a card / user master that manages information about cards and users), a transit information master for determining a transit relationship between a plurality of movement logs, and a store that manages information about a store where a payment terminal is installed Including the master,
The log data includes original log data with an ID for storing a use history of each train user's electronic ticket,
The control unit analyzes the original log data with the ID and the master data by using the ID of each railroad user's electronic ticket as a key, performs route estimation for each railroad user, and stores the travel log. Generate
The travel log generation / concatenation processing unit associates only the ID of the selected route with the data stored as the travel log, and stores it in a database. . In claim 10,
The server is configured to be connectable to a control terminal via a network,
The control unit includes a data extraction / conversion processing unit that performs data extraction and conversion processing on the generated connected movement log,
The data extraction / conversion processing unit extracts the connected travel log based on the condition given from the control terminal, and the route on which the railway user has boarded or the station to which the train user has transferred from the log data and the master data. A server for generating information relating to a railroad user, which acquires information such as a transit station and travel time and transmits the information to the control terminal. To generate information about railway users, computers
Data communication / input / output processing means for external data communication and input / output,
In the data storage unit, the use history of the railroad user passing through the ticket gate of the railway line with an electronic ticket is recorded as log data, and at least one between the railway line station and the line and the entry / exit station of the line is recorded. Recording means for recording information defining one movement route as master data,
The program which produces | generates the information regarding the railroad user for functioning as a movement log production | generation means which produces | generates the movement log which consists of a pair of entrance log and exit log with the same ticket ID from the said master data and the said log data. In claim 18,
Computer
In order to represent a series of movement states of the railway user, a movement log connection processing means for performing a connection process of a plurality of the movement logs,
The program which produces | generates the information regarding a railroad user for functioning as a data extraction and visualization process means which performs the data extraction with respect to the produced | generated said movement log, and a conversion process. In claim 19,
Computer
The data storage unit records, as the master data, information defining a route of a railway line of a plurality of railway companies, a station, a movement route between each station via the route, and a movement time of the movement route. , The use history of the train user's electronic ticket, and the recording means for recording the travel log in the log data,
When there are a plurality of selectable travel routes between the entry and exit stations of the railroad user obtained from the log data usage history according to the conditions given from the control terminal, the railroad user travel route The travel log generation means for determining and generating as a series of travel logs based on the time of the entry / exit station obtained from the usage history and the information of the master data,
When there is a connecting section between different railway companies between the entry and departure stations of the railway user obtained from the usage history of the log data, one railway is based on the usage history and the information of the master data. Based on the relationship between the entry station / entry time of the company's travel log and the entry station / entry time of the travel log of another railway company, the transit judgment of the railroad user is determined, and a plurality of trains connected in a series The program which produces | generates the information regarding the railroad user for functioning as the said movement log connection process means which produces | generates and outputs the data of a movement log.

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