JP2012171391A - System for providing congestion information of train for each user - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a user with congestion information of a commuter train or the like that the user gets on everyday, congestion information of trains traveling in time zones before and after the commuter train, and congestion information of trains traveling along other routes.SOLUTION: A system for providing congestion information for each user calculates and outputs, for each user, congestion information of a train to be utilized by the user, congestion information of trains traveling in time zones before and after the train to be utilized, and congestion information of trains traveling between the same stations as the train to be utilized along other routes, based on: entrance/exit information for each user acquired from an automatic ticket gate; train diaphragm information and train travel result information of an operation management system; and train formation number information and vehicle capacity information that a vehicle management device and a train formation assignment device have.

Description

  The present invention relates to a system for providing congestion information to train users.

  The train congestion rate and the Ministry of Land, Infrastructure, Transport and Tourism regularly acquire the average congestion rate for every hour between the most crowded stations and make it publicly available through publicity media such as newspapers.

  Moreover, the technique which calculates a congestion rate from the insertion information of a ticket and train operation information using an automatic ticket gate is disclosed (refer patent document 1).

  Furthermore, a technique for discriminating passengers and disembarkation passengers for each train with a human behavior recognition device and calculating a congestion rate with a congestion rate analysis device is also disclosed (see Patent Document 2).

JP-A-9-245208 JP 2007-1381

  However, the congestion rate disclosed by the railroad operators and the Ministry of Land, Infrastructure, Transport and Tourism alone is the degree of congestion in order to avoid congestion from multiple trains that run every few minutes in the morning commute hours of the metropolitan area. Can't select a low train. In addition, the time of use and the route of train use by users vary from user to user. Trains with the highest levels of congestion (peak trains) and trains with low levels of congestion ( Information for specifying a non-peak train is not disclosed to the public, is unknown, and there is no information for avoiding congestion.

  Even if the technique described in Patent Document 1 is used, the train on which the individual user has boarded cannot be specified. Therefore, for each user, calculate the congestion rate of the train that runs the usage route during the usage time zone of the user's train, and the congestion information (congestion information) of the train that runs the usage route before and after the usage time zone Rate), calculating the congestion information of trains traveling on different routes different from the use route in the same riding section as the use route in the use time zone or around the use time zone, and these calculated information Cannot be displayed.

  Even using the technique described in Patent Document 2, an individual cannot be specified. Therefore, even if the technique of Patent Document 2 is used, the above-described congestion information cannot be calculated and displayed.

  Therefore, in consideration of the use time zone / route of a train that differs for each individual user, calculating the congestion rate of the train traveling on the use route during the use time zone of the user's train for each individual user, Calculate the congestion information (congestion rate) of trains that travel on the usage route in the time zone before and after the time zone, and the trains that run on the same riding section as the usage route in the usage time zone or in the time zone before and after the usage time zone It is required to calculate congestion information and to display the calculated information.

The system includes an automatic ticket gate reading device that reads an IC card ticket entry / exit,
A basic information registration device for registering basic information of station equipment;
An event registration device for registering factors that cause temporary train congestion;
An IC card ticket center system that collects the user's billing information read by the automatic ticket gate reader,
A vehicle management system for managing vehicle capacity and vehicle organization;
A train schedule management system for managing a train schedule plan to which a vehicle organization is assigned;
A train operation management system that actually controls the train and signal system based on the train schedule plan, and manages the running results of the train,
The boarding train is specified for each user, the entry / exit information of the IC card ticket used by the user is aggregated, the train congestion rate of the user train for each user is calculated, and the train travels before and after the user train. A congestion information management device that calculates a congestion rate of a train and a congestion rate of a train that runs on the same route between different stations in the same time zone as the train in use,
The congestion information management device reads and outputs the congestion rate information stored in the congestion information management device.

  The user can avoid congestion by knowing the congestion information between the boarding and exiting stations of the individual train of the user, the congestion information between the boarding stations, the congestion information between the boarding stations in the time zone before and after that, and the congestion information of another route. Since the train can be selected, it is effective in reducing congestion such as a commuter train. In particular, on weekday morning commuter trains in the Tokyo metropolitan area, companies are concentrated at large stations, so that regularity can be formed naturally during peak hours of train congestion. Therefore, by knowing the above information, it is expected that a user who dislikes congestion will get on the trains before and after the normal use train that travels in the crowded time zone, and the congestion alleviation effect can be expected. .

  Moreover, since the congestion information for each train between the target stations can be provided for each travel route, it is possible to obtain useful information for selecting untrained trains for unspecified users.

  In addition, for railway operators, the provision of temporary station staff during times of congestion and the operation of trains and crews during peak hours are eased, which has the effect of appropriately allocating management resources. In addition, it is possible to reduce the load on the station facilities for the increasing number of users.

  In addition, it is possible to display information on a time zone that is not congested, and a user who does not need to travel in a certain specific time zone can use this information when selecting a train that is not crowded. .

It is a figure which shows the structural example of a congestion rate management system. It is an example of the processing flow which calculates the boarding capacity for every object train. It is an example of the processing flow which calculates the boarding number of passengers for every object train. It is an example of the processing flow which calculates the target train congestion rate for every user, and sends congestion rate information.

FIG. 1 collects individual user boarding information, calculates the congestion rate in the boarding section of the train on which the user boarded for each user, and the train on which the user boarded in the boarding section used by the user It is a figure which shows the structural example of the congestion rate management system which calculates the congestion rate of the train which drive | works before and after this, and also calculates the congestion rate of the train which drive | works the same boarding area by another route. The congestion rate in this case is
Number of passengers on target train ÷ (number of vehicles x number of vehicles) formula (1)
And According to the definition of the Ministry of Land, Infrastructure, Transport and Tourism, “the number of passengers with line distinction ÷ the average of the number of passengers per hour” is the congestion rate, and according to this definition, the average congestion rate for multiple trains that run in one hour is obtained. Therefore, the peak train congestion level cannot be obtained. Therefore, in this embodiment, the expression (1) is defined as the congestion rate.

  The function of each device constituting the congestion rate management system will be described in detail below.

  An automatic ticket gate reading device 100 (also called an automatic ticket gate device IC card reading device 100) includes a sensor unit that can read an IC card ticket with an ID, and a gate unit that manages entrance to and exit from the station premises. In addition, one or more units are installed at each railway station, and collect information on boarding / exiting of users who get on the train or users who get off the train (boarding / departing station, ticket gate entry / exit times).

  The basic information registration device 101 (also referred to as the basic information registration terminal 101) has an average time required for the user to reach the station platform after passing through the automatic ticket gate reading device 100 and the station after the user gets off the train. Is an apparatus that collects the average time required for passing through the automatic ticket gate reading apparatus 100 as individual station information.

  The event registration device 102 (also referred to as an event registration terminal 102) is a device that collects events that are temporary factors that cause train congestion.

  A congestion rate management device 110 (also referred to as a congestion information management device 110) for each individual user uses the interface unit 111 to obtain boarding / exiting data data 112 to which user IDs are assigned from a plurality of IC card ticket center systems 140. Receive. In addition, the plan schedule information 113 (also referred to as the train schedule 113) is received from the train schedule management system 152 (also referred to as the schedule management apparatus 152) possessed by each railway operator, and from the vehicle management system 151 (also referred to as the vehicle management apparatus 151). The vehicle capacity information 115 (also referred to as vehicle capacity 115) is received, the vehicle composition information 114 (also referred to as composition allocation information 114) is received from the train composition assignment device 153, and the operation management system 154 (operation control / travel performance management information 154). Train travel record information 116 (also referred to as train travel record 116). Then, the congestion rate management device 110 determines, from each received information, the congestion rate in the use boarding section of the use train for each user, the congestion rate of the train that runs the use route in the time zone before and after the use train, The congestion rate of a train traveling on a different route between boarding and exiting stations in the same time zone or a time zone before and after the same time zone is calculated and stored in the congestion rate database unit 117 (also referred to as the congestion information DB 117).

  The congestion information interface device (not shown) is included in a request received from the congestion information DB 117 for each user maintained by the congestion rate management device 110 for each user via the Internet or a mobile phone. Based on the user ID information, the congestion information about the user is read, converted into a data format that matches the request source, and transmitted. The congestion information interface device may be an interface unit included in the congestion information management device 110.

  The IC card boarding ticket center 140 aggregates the results information of the IC card board tickets acquired by the sensors of the automatic ticket gate reading device 100 installed at each station and manages them for each user ID, and is managed for each user ID. This is a device that transmits the user-specific boarding record information 141 to the congestion rate management device 110.

  The vehicle management apparatus 151 is an apparatus that is installed for each railroad operator, sets an individual identification number for the vehicle, and registers and manages the capacity information for each vehicle in the vehicle database unit using the individual identification number of the vehicle.

  The train schedule management device 152 is installed for each railway operator, and the train schedule for each train such as the first station, the middle station, the last station, the type of train (stops at each station, limited express, etc.), driving only on weekdays / driving only on holidays, etc. It is a device that registers and manages in the train schedule database.

  The vehicle organization / assignment device 153 is installed for each railway operator, and receives a train travel plan created by the train schedule management device 152 and information on vehicles owned by each railway operator managed by the vehicle management device 151. A device for registering and managing the number of trains to be configured in what number, which vehicle is assigned to the vehicle train, and which train travel plan (diagram) the resulting vehicle train is assigned to It is.

  The operation control / running result management device 154 is installed for each railway operator, receives a train travel plan (diagram) managed by the train schedule management device 152, and performs traffic light control and switch control for actually running the train. It is a device that manages the operation of the train and the like, and as a result, manages at which station the train of which train travel plan arrives and departs at what time and in what time (that is, travel performance).

  FIG. 2 is an example of a processing flow for calculating the boarding capacity for each target train used in the denominator in the formula (1) for calculating the congestion rate.

  In step 1-1, when a new vehicle is purchased or the like, a vehicle code (vehicle individual identification number) for the operator to identify the vehicle using the data input function of the vehicle management device 151 and the boarding capacity of the vehicle The number is entered into the vehicle database. At that time, if there is a vehicle code already input to the vehicle database, the record of the existing vehicle code is displayed first, and the vehicle database is updated by overwriting the latest vehicle boarding capacity.

  In step 1-2, the operator selects a vehicle code registered in the DB with reference to the vehicle database of the vehicle management device 151 to create a vehicle composition, and trains the vehicle composition for each vehicle composition code. It inputs into the vehicle organization database of the organization allocation apparatus 153. At that time, the number of passengers for each vehicle organization is calculated for each vehicle organization code, and is input to the vehicle organization database.

  In the staple 1-3, in order to manage the travel plan for running the train in the train diagram plan database, the operator uses the data input function of the train diagram management device 152 to uniquely identify the train travel date and the train to travel. The train code, the type of train (each stop, express, rapid, etc.), the stop station, and the travel time between stations are registered in the train schedule plan database of the train schedule management device 152. As a result of input, a train schedule plan in which multiple train codes arrive at the same station at the same time (that is, a train schedule plan that causes the equipment to be unusable) or a train overtaking between stations may occur. When a train schedule plan (that is, a train schedule plan that is impossible on equipment) occurs, the train diagram management device 152 detects this and displays an error. The operator re-enters the information according to the error display. In this train schedule plan database, in addition to the train travel date, the train code for uniquely identifying the train to travel, the type of train (each stop, express, rapid, etc.), the stop station, and the travel time between stations, step 1 -4 can be registered and managed for each train code extracted in -4.

  In step 1-4, the diagram management device 152 refers to the information in the vehicle organization database input in step 1-2, and for each train code input in step 1-3, the train management plan 152 creates a train travel plan (train schedule plan). By collating the combined vehicle codes, the number of passengers for each train code is calculated and input to the train schedule plan database of the device.

  FIG. 3 shows the actual number of passengers between stations for each target train code for calculating the actual number of passengers (transportation personnel) for each train code used in the numerator in the formula (1) for calculating the congestion rate. It is an example of the processing flow to calculate.

  In step 2-1, the track record information of the IC card ticket with ID from the automatic ticket gate reading device 100 of each station transmitted to the plurality of IC card ticket centers 140 is used as a dedicated line or a magnetic storage tape, etc. IC card boarding ticket center 140 collects the user's ID, boarding station code, automatic ticket gate reading code of the bid ticket gate, bidding time when entering the ticket gate, boarding station code, The automatic ticket gate reading device code of the ticket gate and the ticketing time at the exit station are registered in the IC card ticket database 141 for each user (also referred to as a user-based boarding result DB 141). The data registered in this database is transmitted to the congestion information management apparatus 110 via the interface 111 and stored in the user-based boarding result DB 112.

  Step 2-2 uses the input function of the basic information registration apparatus 101 as supplementary information for the operator to estimate the train on which the user has boarded, from the automatic ticket reader 100 at the ticket gate to the boarding platform at each station. The average arrival time by walking and the average arrival time by walking to the automatic ticket gate reading device 100 at the station ticket gate coming out from the platform that got off the train, the station code that uniquely identifies each station, and the automatic ticket reading device 100 at the ticket gate Is input to the database together with an automatic ticket gate reading device code for uniquely identifying the vehicle and a platform code for uniquely identifying the boarding platform. The information input to this database is transmitted to the congestion information management device 110 via the interface and stored in the basic information DB 118.

  In step 2-3, the congestion information management apparatus 110 collects the bid time at the ticket gate of the boarding station, which is collected in step 2-1 and registered in the IC card ticket database 141 for each user and the boarding result DB 112 for each user. The estimated boarding time and estimated getting-off time are calculated using the ticketing time at the getting-off station and various average arrival times input in step 2-2 and registered in the basic information database 118. Specifically, the congestion information management device 110 adds the average arrival time from the automatic bid ticket reading device 100 to the boarding platform to the bidding time, and calculates the estimated boarding time from the unloading platform to the automatic ticket gate reading device from the unloading platform. Each estimated arrival time is calculated by subtracting the average arrival time up to 100. Then, the congestion information management device 110 stores the ID of the user, the boarding station code, the automatic ticket gate reading device code of the bid ticket gated, the estimated boarding time, the getting-off station code in the IC card ticket correction database 120 for each user. The automatic ticket gate reading device code of the ticket gate that has been issued and the estimated time of getting off are registered.

  In step 2-4, the congestion information management device 110 uses the operation control / running performance management device 154 to obtain the actual track schedule of a train that has actually traveled using a dedicated line such as a communication carrier or an external medium such as a magnetic storage tape. Collected and stored in the train travel record DB 116. Then, the congestion information management device 110 uses the boarding date, boarding station, estimated boarding time, getting-off date, boarding station, and estimated boarding time in the IC card ticket correction database 120 for each user as a reference key. To identify the train data that best matches the matching key. Specifically, the congestion information management device 110 searches the train travel record DB 116 using these as collation keys in the order of estimated boarding time and estimated boarding time, so that the user gets on the boarding station at the boarding station at the estimated boarding time. Trains that can be disembarked at the departure station at the time were identified, and the date of use, user ID, boarding station code, and bid were placed in the boarding train database 121 for each user (also called the boarding train DB 121 for each user). The automatic ticket gate reading device code of the ticket gate, the estimated boarding time, the getting-off station code, the automatic ticket gate reading device code of the ticket gate issued, the estimated getting-off time of the getting-off station, and the train code are registered.

  In step 2-5, the congestion information management apparatus 110 uses the date of use, user ID, boarding station code, automatic ticket gate reading device code of the bid gate registered in the boarding train database 121 for each user in step 2-4. , Estimated boarding time, getting-off station code, automatic ticket gate reading device code of the ticket gate that has been issued, estimated getting-off time of the getting-off station, train code, by use day, by train code, and station on the train schedule Separately, the number of users (the number of users who have boarded the train on the train on the day of use on the train) is counted as the total number of rides, and the total ride number database 123 (ride number DB 123 for each train). Also, register the target date, target train code, target station (station code of each of the two stations used to indicate the distance between target stations), and the total number of rides.

  4 shows the number of passengers for each train code registered in the train schedule plan database in the process of FIG. 2 and the total number of passengers for each train 123 in FIG. 3 in order to calculate the congestion rate for each user. It is an example of a processing flow for calculating the target train congestion rate for each user by using the total number of registered passengers and sending congestion information for each user.

  In step 3-1, the congestion information management apparatus 110 sets the number of passengers for each train code registered in the train schedule plan database in the process of FIG. 2 as the denominator, and in the process of FIG. Using the total number of registered passengers as a numerator, the congestion rate for each train and between stations is calculated and registered in the congestion information database 117 for each train.

  In step 3-2, when there is a temporary factor (accident, fireworks display, sporting event, etc.) that causes a congestion of a railway operator such as a station employee using the input function of the event registration device 102, As supplemental information on the cause of the congestion, the event occurrence date, event content, occurrence time, time zone assumed to have affected the train schedule, and the event occurrence station are input, and the congestion information management device 110 inputs this via the interface 119. Obtained and input to the event information database 122.

  In step 3-3, the congestion information management device 110 refers to the information in the congestion information database 117 for each train registered in step 3-1, and uses the use date, occurrence time, time zone, event station code, and route code as keys. In addition, the event information registered in the event information database 122 registered in step 3-2 is collated, and a temporary congestion factor (event) corresponding to each information is added to the congestion information for each train, thereby generating a congestion information database. 117 is updated.

  In step 3-4, the congestion information management device 110 registers the train date for each user in the train database 123 for each user in the process of FIG. The information is added to the congestion information in the congestion information (with event) database 117 for each train, and the information is registered in the external interface database.

  In step 3-5, the congestion information management device 110 or the congestion information interface device determines whether or not a dedicated terminal of the railway operator, an internet terminal, or the like from the congestion information for each user registered in the external interface database in step 3-4. Based on the search conditions using the ID of each user included in the request received from the mobile phone as a key, the congestion information between the target stations of the train used for each user and the congestion information of the time zone before and after that The congestion information of the train that goes to the destination on the route is extracted and transmitted to a dedicated terminal of the railway operator, an Internet terminal, or a mobile phone. If data is requested by an Internet service provider that provides route search guidance information for trains that have already been made public on the Internet, or a real estate company that plans to develop along the railway, data from these different industries For the request source, the data may be processed into a required data format and then transmitted.

100: Automatic ticket gate reading device 101: Basic information registration terminal 102: Event registration terminal 110: Congestion information management device 140: IC card ticket center 151: Vehicle management device 152: Diagram management device 153: Train organization allocation device 154: Operation control・ Running result management device

Claims (6)

An automatic ticket gate reading device for reading an IC card boarding ticket,
A basic information registration device for registering basic information of station equipment;
An event registration device for registering factors that cause temporary train congestion;
An IC card ticket center system that collects the user's ticket information read by the automatic ticket gate reader,
A vehicle management system for managing vehicle capacity and vehicle organization;
A train schedule management system for managing a train schedule plan to which a vehicle organization is assigned;
A train operation management system that actually controls the train and signal system based on the train schedule plan, and manages the running results of the train,
The boarding train is specified for each user, the entry / exit information of the IC card ticket used by the user is aggregated, the train congestion rate of the user train for each user is calculated, and the train travels before and after the user train. A congestion information management device that calculates a congestion rate of a train and a congestion rate of a train that runs on the same route between different stations in the same time zone as the train in use,
The congestion information management device reads and outputs the congestion rate information stored in the congestion information management device.   2. The system according to claim 1, wherein the automatic ticket gate reading device includes a sensor unit that reads an IC card ticket with an ID, and a gate unit that manages entry into and exit from the station.   The basic information registration device has an input unit for registering an average required time to the station platform after passing the automatic ticket gate reading device, and an input unit for registering an average required time to the automatic ticket gate reading device after getting off the vehicle. The system of claim 1, characterized in that: The system according to claim 1, wherein the event registration apparatus includes an input unit that registers temporary factors that cause congestion and a database unit that manages the input factors.   The congestion information management device includes an interface unit that receives entry / exit information from the IC card ticket center system, an interface unit that receives vehicle formation information and vehicle capacity information from the vehicle management system, and a train from the train diagram management system. An interface unit for receiving schedule plan information, an interface unit for receiving train travel performance information from the train operation management system, a calculation unit for calculating congestion information of the train used for each user from the received information, and A calculation unit that calculates the congestion rate of a train that travels before and after, a calculation unit that calculates a congestion rate of the train by identifying a train that travels between different stations in the same time zone as the user train, and The database unit that manages the calculation result of the calculation unit, and the user's information from the information stored in the database unit The system according to claim 1, characterized in that it comprises an interface unit for reading data D to the key.   When the congestion information management device receives a request including user ID information, the congestion information management device reads information from the congestion information for each individual user using the user ID as a key, and converts the read information into a data format that matches the request source. The system according to claim 1, wherein the system is converted and transmitted.

Images