JP2013170901A - Route search device and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable guidance of the latest actual operation situation and a route search on the basis of the guidance.SOLUTION: A route search device collects terminal positions from portable terminals 50 on a moving train. A route search server 10 identifies the train on which a user is present and a present position by collating the collected terminal position and timetable information. The route search device stores a locus of the present position of the identified train. The route search device determines a delay situation of the train by collating the locus and the timetable information, and record a determination result in an updatable manner. Then, the route search device performs a route search on the basis of an operation prediction by operation information and the latest delay situation of the train according to a route search request from one of portable terminals 50, and provides a search result to the portable terminal 50.

Description

  The present invention relates to a route search technique for searching for a route from an arbitrary departure point to a destination by using a public transportation such as a train, and in particular, real-time route search based on the operation status of an actual train or the like is possible. It is related to technology.

  A service that provides the user with a route that satisfies the user's desired conditions, such as moving to the destination in a short time or moving the fare cheaply, is provided on the homepage or commercially available software. ing. These services satisfy the conditions specified by the user, such as the desired arrival time and departure time, for the route to the destination and destination specified by the user, based on the schedule of operations presented by each transportation in advance. And present it to the user.

  During actual movement, trains may not operate on time due to accidents or congestion, and delays may occur. In such a case, the operation status is confirmed on the railway company's homepage, mail delivery service, or the like, and each person copes with it. However, even if the occurrence of the delay is known, the number of trains at that time and the time required to reach the destination are not known, so the arrival time at the destination when using the route obtained from the search result cannot be predicted. For this reason, even when making a detour, it may be difficult to determine whether to use a detour route.

  Patent Document 1 discloses a route guidance system that performs a route search in consideration of the operation situation in such a case and provides an optimum route search result to the user. In the system of Patent Literature 1, the operation status is acquired from a train information base station that holds the latest operation status of the train, and a route search is performed.

JP 2003-90733 A (paragraph 0006)

  The operation status obtained from the train information base station is officially the latest information. However, in reality, there is a time lag with the site due to the fact that facilities and management methods differ depending on the railway company and route, and it is not the latest information for the users who actually attend the site. The user needs to consider a detour quickly, especially when an accident occurs, and it is important to enable a route search based on the latest operation status as much as possible.

Conventionally, in route search for detours, route search is performed so as to forcibly disable the entire route or between stations where the operation has been interrupted. Has a problem that it cannot cope with the situation of continuing.
This invention makes it a main subject to solve the above-mentioned problem and to provide a search technique for operation route information that enables a route search according to the actual latest operation status.

  The route search device of the present invention for solving the above-mentioned problems is an access means for accessing diagram information including route name, direction, train type, train number, arrival and departure times of each station, location information of the mobile terminal, and the diagram information The position information organizing means for identifying the train and its current position, the trajectory accumulating means for accumulating the trajectory of the current position of the identified train, and comparing the trajectory with the diagram information It comprises delay status management means for judging a delay situation and updating the judgment result, and route search means for conducting a route search based on the route search operation information DB and the latest delay situation.

  The computer program of the present invention is a computer program for causing a computer to operate as a train route search device, and accesses the computer to diagram information including a route name, direction, train type, train number, and arrival and departure times of each station. Access means, position information organizing means for identifying the train and its current position by collating the position information of the portable terminal and the diamond information, and storing the locus of the identified current position of the train in a predetermined storage device A route accumulating unit; a delay state management unit that determines a delay state of the train by comparing the track and the diagram information; and updates the determination result; a route search operation information DB and a route based on the latest delay state A computer program that functions as route search means for performing a search.

  According to the present invention, in order to accumulate the trajectory of the current position of the train specified from the position information of the mobile terminal and to determine the delay state of the train by comparing this trajectory with the diagram information, the latest operation status is grasped. it can. Therefore, a route search based on the latest operation status is possible.

The schematic diagram of the route guidance system of this embodiment. The figure for demonstrating the concept of track information DB The illustration of line information DB. The flowchart for producing | generating train position information. Example of location information DB FIG. 4 is an exemplary diagram of a position information DB that can be merged. The illustration figure of position information DB after merging. FIG. 4 is an exemplary diagram of a position information DB that can be merged. The illustration figure of position information DB after merging. The example figure of normal operation DB. The illustration of timetable DB. FIG. 6 is an exemplary diagram of delay state data. FIG. 6 is an exemplary diagram of delay state data. Explanatory drawing of delay time estimation. The flowchart for estimating a train classification.

  Hereinafter, an embodiment of the present invention when applied to a network type route guidance system reflecting an actual train operation state will be described.

  FIG. 1 is an overall configuration diagram of a route guidance system, in which characteristic functional parts are posted. The route search server 10 can communicate with the portable terminal 50 via a digital network N such as the Internet. The portable terminal 50 is possessed by a user who gets on the train.

  The mobile terminal 50 is a mobile phone, a smart phone, a tablet, or the like having a data processing function, and a current position specifying function using a GPS (Global Positioning System) or WiFi access point, and a function of transferring information between the route search server 10 And a computer device. As the current position specifying function, a known function provided by the manufacturer of the mobile terminal 50 or the communication environment provider can be used. Although it is not always necessary to do so, in this embodiment, these functions can be operated as a so-called “resident application”, and the location information indicating the current location is stored together with the terminal ID at a certain time interval. 10 is set to be transmitted. A well-known function can also be used for the function of exchanging information with the route search server 10.

When the route search server 10 obtains position information from the user's mobile terminal 50, the route search server 10 compares the train position when the train is operating normally, thereby identifying the current position of the train and detecting the operation status. To do. By repeating this for all positions on the route, the trajectory of the current position of the train is accumulated, and by checking the departure time of each station with the route and the diagram, the operation status such as the actual delay time of the train and the operation schedule etc. I can grasp it.
The route search server 10 can provide each user with route guidance reflecting the latest operation status grasped in this way and a route search service based on the route guidance.

  The route search server 10 includes a server body connected to the digital network N and an external storage device. And by constructing the track information DB 131, the timetable DB 132, the normal operation DB 133, and the position information DB 134 in the external storage device by executing the computer program of the present invention stored in the external storage device etc. in the server body, The server body is caused to function as the data communication interface 100 and the route search tool 110.

The track information DB 131 uses the location information of the mobile terminal 50 to determine the “route and direction” and “distance from the starting station (track length)” of the train on which the user of the mobile terminal 50 is riding (hereinafter collectively referred to as “train Data required to specify “location information”) is stored.
The data stored in the track information DB 131 will be further described with reference to FIGS. FIG. 2 is a diagram for explaining the concept of the track information DB 131. There are the 16th and 17th lines in the D station down platform, and the track branches and extends to the 16th and 17th lines. In addition to the rear station, a track that leads to the garage branches off from the track on the 16th line side. The track is divided into regions 1-15. FIG. 3 is an exemplary diagram of the line information DB 131 obtained from the relationship between the home and the line in FIG. By determining in which region the position information collected from the portable terminal 50 at predetermined time intervals is present, it is possible to know the operation status of the train on which the user carrying the portable terminal 50 gets. For example, if the position of the portable terminal 50 stays in one area and it is not in the areas 3 to 7 and 10 to 14 that contact the platform of the station, the train is stopped on the track other than the station. It can be assumed that there was some trouble.

  In the track information DB 131, for each number representing the divided area, "distance of the route from the starting station" (for example, the distance from the starting station), one route can be stopped at multiple platforms as shown in FIG. If it is, “branch number” indicating the number line, “range” indicating the range of longitude and latitude indicating the area corresponding to the number, indicating whether the area is a station, between stations, or straddling Data such as “attribute information” is stored. In the example of FIGS. 2 and 3, there are two points of the region 5 and the region 12 having a distance of 342.0 [km] from the starting station. When the distance from the starting point is the same, the position can be distinguished by the branch number. The range is, for example, a range of latitude and longitude representing a rectangle having a length of 100 [m] and a width of about 3 [m] (train width) centered on the distance from the starting station. The attribute information is provided for grasping the user's getting on and off at the station and traveling between the stations. In addition, about the area | region 15, since the train in operation does not pass, it does not need to store in track | line information DB131. Such track information DB 131 is prepared in advance for all the routes on which the present invention is implemented.

  The timetable DB 132 stores schedules such as route names, directions, train types, train numbers, and arrival and departure times at each station. In addition, it is desirable to have information on the departure / arrival line at each station of each train.

  The normal operation DB 133 stores data representing the trajectory of the train when the train operates normally (when the train departs and arrives at a regular time). From the timetable DB 132, it is possible to know the arrival and departure times at the station, but it is not possible to accurately know the time between stations such as “the time to pass through the river bridge”. Therefore, based on the position information collected from the portable terminal 50, for example, by recording the distance (track length) from the starting station every minute as a trajectory, “09:01 is 26.5 km point” “09” Is stored in the normal operation DB 133.

  In the position information DB 134, a terminal ID for identifying the portable terminal 50 collected from the portable terminal 50, position information (longitude, latitude), a time at which the position information is collected, train position information of a position specified by the position information, and the like The data representing the trajectory of the current position of the train is accumulated. Data is added to the position information DB 134 every time position information is collected from the portable terminal 50 possessed by the user who is on the train.

The functions formed in the server body will be described more specifically.
The data communication interface 100 enables bidirectional communication with the portable terminal 50 and provides a hierarchical page screen to the accessing information terminal 50. This hierarchy page screen is for performing current service status guidance and route search Web services. By specifying the guidance screen and route search conditions precisely between the system and the user, An environment for guiding schedule change information and performing route search is provided to the user. The route search result can also be displayed on this page screen.

The route search tool 110 includes a position information organizing unit 111, a delay situation determination unit 112, a route search engine 113, and a delay situation storage unit 114. The route search tool 110 acquires the current time from a time acquisition unit (not shown) in the route search server 10 in order to accurately grasp the operation status.
The position information organizing unit 111 converts the position information collected from the portable terminal 50 into train position information in the track information DB 131. The train position information is stored in the position information DB 134 together with the terminal ID of the mobile terminal 50, the collected time, and the collected position information. For example, by confirming in which range of the line information DB 131 of which route the position corresponding to the position information collected as longitude and latitude information is included, the position information is changed to the distance from the route, direction and starting station. Convert.

  The delay status determination unit 112 determines the delay status by specifying the train from the train location information converted from the location information by the location information organizing unit 111, the timetable DB 132, and the normal operation DB 133. The determination result is stored in the delay status storage unit 114 as delay status data. The delay status data is updated in real time. In addition, when there is no data accumulation in the normal operation DB 133, the normal operation DB 133 is not used for determination. In addition, when there is no delay in the train, the delay status determination unit 112 updates the normal operation DB 133 and uses it for the delay status determination described later.

  In response to a route search request from the mobile terminal 50, the route search engine 113 performs a route search according to the delay situation data stored in the timetable DB 132 and the delay situation storage unit 114. The route search result is provided to the mobile terminal 50 that requested it.

[Location information DB]
The position information organizing unit 111 will be further described in detail. In addition to converting the position information collected from the portable terminal 50 into train position information, the position information organizing unit 111 can merge a plurality of pieces of train position information.
FIG. 4 is a flowchart for generating train position information. In the following description, “S” represents a processing step.

The route search server 10 collects location information of the portable terminal 50 using the data communication interface 100 (S101). The position information organizing unit 111 uses the track information DB 131 to determine whether or not the position attribute corresponding to the position information collected from the data communication interface 100 corresponds to “station” (S102). If it does not hit the station, the process ends (S102: N). In the case of hitting a station, the position information organizing unit 111 records the terminal ID of the portable terminal 50, the time when the position information is collected, and the position information in the position information DB 134 (S102: Y, S103).
The route search server 10 collects the position information from the portable terminal 50 again (S104). The position information organizing unit 111 determines whether the position attribute corresponding to the collected position information corresponds to “station” or “between stations” using the track information DB 131 (S105). If it is “station” or “between stations”, it can be determined that the user holding the mobile terminal 50 is on the train. In that case, the process returns to S103, and the collected terminal ID, the time when the position information is collected, and the position information are additionally written in the position information DB 134 (S105: Y, S103). Thereby, the locus of the current position is accumulated in the position information DB 134. If it is not “station” or “between stations”, it is determined that the train has got off the train, and the process is terminated (S105: N).

  FIG. 5 is an exemplary diagram of the position information DB 134 generated in this way. In order to use a train, there are a series of operations such as “get on the station, move between stations, and get off at the station”. Therefore, the position attribute obtained from the position information of the mobile terminal 50 changes in the order of “not applicable → station → between stations → station → not applicable” as shown in FIG. In addition, when boarding the same train between two or more stations, it becomes the order of "Not applicable-> Station-> Between stations-> Station-> Between stations->->-> Station-> Not applicable".

  The position information is collected from a large number of portable terminals 50. Therefore, a plurality of pieces of position information may be collected for the same train from the mobile terminals 50 owned by a plurality of users who are on the same train. Therefore, the position information organizing unit 111 merges a plurality of pieces of train position information so that the position information DB 134 does not store a plurality of data for the same train.

  FIG. 6 is an exemplary diagram of mergeable data stored in the position information DB 134. In this example, a user having the portable terminal 50 with the terminal ID “0005” and the terminal ID “0008” is on the same train. Therefore, the position information organizing unit 111 merges these data to generate the data shown in FIG. 7 and stores it in the position information DB 134. In the example of FIG. 6, the distance from the starting station differs by 0.2 [km]. However, it can be determined that the trains are the same in consideration of train organization and platform length. Even if there is a difference in seconds in the collection time, merging is possible if it can be determined that the trains are the same.

  FIG. 8 is an exemplary diagram of mergeable data stored in the position information DB 134. FIG. 9 is an exemplary diagram of data obtained as a result of merging. In this example, for the same train, the terminal ID “0012” gets off at the station, and the terminal ID “0016” gets on the same station. In this case, since it is common to be on the 17th line of the station at time “10:20”, merging is possible. However, when merging misplacements at the same station, if the time at which the location information was collected from the mobile terminal 50 with a different terminal ID opens, the next train came immediately, whether the train had stopped for a long time I do n’t know. Therefore, the position information collection time is taken into consideration when merging.

[Normal operation DB]
FIG. 10 is an exemplary diagram of the normal operation DB 133. The normal operation DB 133 is created based on the position information collected on the day operated on the same timetable, and records the number of collections, the average point, and the standard deviation (or an index that can grasp the dispersion state).

  The delay state determination unit 112 changes the range that is considered normal according to the magnitude of the standard deviation value. For example, in a section where the train travels at 300 [km / h], even if the difference is 2.5 [km], the time error is only 30 seconds, but in a section where the train travels at 60 [km / h], it takes 2 minutes. It will be 30 seconds. It is not reasonable to evaluate the two equally. Therefore, by recording the standard deviation and making a setting such as “consider normal until n times the standard deviation”, the range regarded as normal can be easily determined. The number of times of collection is recorded so that the average point and standard deviation can be recalculated.

[Delay status judgment section]
As described above, the delay state determination unit 112 determines the presence / absence of a train delay and the delay content from the train position information, the timetable DB 132, and the normal operation DB 133.
FIG. 11 is an exemplary diagram of the timetable DB 132. In the timetable DB132, arrival and departure times and number lines from the A station to the D station are shown. At station C, only train No. 3 stops and other trains become passing stations. FIG. 12 and FIG. 13 are examples of delay status data that is a determination result by the delay status determination unit 112, and such delay status data is stored in the delay status storage unit 114.

The delay status data in FIG. 12 is a case where train No. 5 departs from station B at the same time, but stops at a point of 27.8 [km]. Comparing “25.6km branch number 3 at 09:00” with the timetable DB132, train No. 5 is the best match, so this train is judged to be train No. 5, and the position information on which this judgment is based is The location information is continuously collected from the transmitted portable terminal 50.
When the delay status determination unit 112 determines that the delay time of the delay status determination result is a normal range up to one time the standard deviation, the train No. 5 has a point (28.2 [ km] ± 0.8 [km]), but has not reached the point (30.9 [km] ± 1.0 [km]) that should reach 09:03. : The elapsed time from 03 is determined as the delay time.

The delay status data in FIG. 13 is that the train started from the B line of the B station at 09:00, so it was determined that it was the No. 5 train, but the C station entered the 13th line instead of passing the passing line. This is a case where the train is corrected from train 5 to train 3 which has already been delayed.
Here, after collecting the position information of the train that departed B station 3 line at 09:00 in FIG. 13, the position information of the train that departed B station 3 line at 09:04 was collected (around 09:05) In this case, if the train that departed B station at 09:00 is still collated with train No. 5, there is no train that can be collated with the train that departed B station at 09:04 in the timetable DB132. Next, it is unlikely that the scheduled train No. 7 will depart from B Station at 09:04 (6 minutes early). Therefore, in this case, the train from 09:00:00 is corrected to Train 3 (4 minutes delay), and the train from 09:04 is corrected to Train 5 (4 minutes delay).

  Although only the information in FIG. 13 cannot be corrected until 09:15, the quick correction can be performed due to the additional information. Further, in the case of FIG. 8, when the terminal ID “0012” arrives at D station with a delay of 10 minutes, the terminal ID “0016” is delayed by 10 minutes because the merge process to FIG. 9 is performed. Can take over.

  In addition, about collation with train position information and timetable DB132, it is premised on collation by the one-to-one relationship, and about the same section of the same train, one train position information and multiple trains stored in timetable DB132 And one train stored in the timetable DB 132 are not collated with a plurality of pieces of train position information. The delay state data in FIG. 13 is created by collating the two train position information with the two trains stored in the timetable DB 132 according to this assumption.

[Route guidance]
When there is a delay, the route search engine 113 performs route guidance in consideration of the determination result by the delay state determination unit 112.

When a delay occurs in a plurality of preceding trains, the delay time is predicted by comprehensively considering the delay of each preceding train. FIG. 14 is an explanatory diagram in such a case. In the example of FIG. 14, the route search is performed in consideration of the following four points.
(1) About G Station → H Station Since the delay time of the train No. 21 that has recently traveled this section has increased by 5 minutes, it is expected that the delay time will increase by 5 minutes in this section.
(2) From station F to station G The delay time of train 23, which has recently traveled through this section, has increased by 15 minutes, but train 25, which is currently traveling through this section, is already delayed in this section. Since the time has increased by 20 minutes, the delay time is expected to increase by 20 minutes in this interval.
(3) From E station to F station Since the delay time of the train No. 25 that has recently traveled this section has increased by 5 minutes, it is expected that the delay time will increase by 5 minutes in this section.
(4) Departure at E station (first station) For train 29, where the first station has not yet started, in Fig. 14, the first station is scheduled to depart on time, but it may be expected that a delay will occur at the time of the first station. .

  The route search engine 113 estimates the maximum delay between stations in this way and uses it for route search. In addition, for example, when a train is going to the destination by transferring trains, if there is a delay in the train heading to the transfer station, search for the train after transfer in consideration of the delay time to the transfer station. Do.

  When the schedule is greatly disturbed, the delay status determination unit 112 cannot reasonably check the train position information and the timetable DB 132. In such a case, the route search engine 113 guides the estimated arrival time based on the collected information in consideration of the latest required time record and the train operation interval. For example, as described with reference to FIG. 14, the results of the latest required time may be considered by dividing a section. The train operation interval is used for waiting time prediction.

  In addition, it is desirable that the train type can be estimated from the train position information on a route having a plurality of train types. This is because the estimated arrival time changes depending on the presence or absence of the express train when the required time varies greatly depending on the type of train, such as “30 minutes for express trains and 1 hour for each station stop”. When the train type can be estimated, the train operation interval is handled for each train type. For example, the information “approximately 10 minute intervals” is replaced with more detailed information “express approximately 20 minute intervals + approximately 20 minute intervals at each station”.

  The estimation of the train type can be narrowed down by determining whether a certain train has passed the station or stopped. FIG. 15 is a flowchart showing a procedure for estimating the train type.

If there is a passing line at the station and it can be confirmed from the position information that the train has passed the passing line, the train can be determined as a train type passing through the station (S201: Y, S202).
If there is no passing line or if the passing line does not pass, if the location information can confirm that there is an inflow or outflow of the mobile terminal 50 at the station, that is, if there is a user getting on and off, It can be determined that the train type of the station stops (S201: N, S203: Y, S204).
When there is no user getting on and off and it is considered that the train has stopped at the station from a train track near the station, it can be determined that there is a high possibility that the train is a train type of the station (S203: N, S205: Y, S206).
If the train cannot be considered to have stopped at the station, it can be determined that the train is likely to be a train type passing through the station (S205: N, S207).

  In some cases, the information of only one station may not narrow down the train type to one, but in this case, the above procedure is executed for each of a plurality of stations. In addition, when a plurality of train types can be considered, it is preferable to preferentially estimate the train type operated in the time zone during a normal schedule. For example, there are commuter rapid trains and rapid trains as types of trains that pass through K station during normal schedules, commuter rapid trains are set during weekday morning and evening rush hours, and rapid trains are set during weekday daytime and holidays. If there is a train that has passed K station around 13:00 on weekdays, the train is likely to be a rapid train, and if there is a train that has passed K station around 19:00 on weekdays, the train I guess it's likely to be a train.

  As described above, the route search server 10 of the present embodiment can quickly and automatically grasp the operation status of each train by specifying the current position of the train based on the position information collected from the portable terminal 50. Since the current position of the train can be grasped not only around the station but also between stations, it is possible to grasp a small delay of about several minutes occurring between stations. In addition, in order to perform route search in consideration of such operation status, it is possible to search for the optimum route that reflects the operation status of the train, and it is better to use a detour route or leave the delayed route as it is This makes it easier to determine whether it is better to use it.

  DESCRIPTION OF SYMBOLS 10 ... Route search server, 50 ... Portable terminal, 100 ... Data communication interface, 110 ... Route search tool, 111 ... Location information arrangement part, 112 ... Delay situation judgment part, 113 ... Path search engine, 114 ... Delay situation memory part 131 ... Track information DB, 132 ... Timetable DB, 133 ... Normal operation DB, 134 ... Location information DB

Claims (5)

Access means for accessing schedule information including route name, direction, train type, train number, and arrival and departure times at each station;
Position information organizing means for identifying the train and its current position by comparing the position information of the mobile terminal and the diamond information;
Trajectory accumulating means for accumulating the trajectory of the current position of the identified train;
A delay situation management means for judging a delay situation of the train by checking the trajectory and the diagram information, and updating the judgment result;
Route search means for performing a route search based on the operation information DB for route search and the latest delay situation;
A route search device comprising: The location information organizing means includes:
While converting the position information of the mobile terminal into train position information, and having a merge means for merging a plurality of train position information,
The route search device according to claim 1. The merging means includes
Merging multiple train position information with the same station and train stop position for the same train,
The route search device according to claim 2. Calculate the estimated time of arrival based on the actual time required for the train and the train operation interval,
On routes with multiple train types, the train type is estimated from the location information of the mobile terminal and the train location information.
The route search device according to claim 2. A computer program for operating a computer as a train route search device,
The computer,
Access means to access schedule information including route name, direction, train type, train number, and arrival and departure times at each station,
Position information organizing means for identifying the train and its current position by collating the position information of the mobile terminal with the diamond information,
Trajectory accumulating means for accumulating the trajectory of the current position of the identified train in a predetermined storage device,
Delay status management means for determining the delay status of the train by checking the trajectory and diagram information, and updating the determination result,
A route search means for performing a route search based on the operation information DB for route search and the latest delay situation;
As a computer program.

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