JP2021096751A - Transportation operation status evaluation system and transportation operation status evaluation method - Google Patents

Abstract

To provide a transportation operation status evaluation system that evaluates an operation status of multiple transportation systems on a common scale and quantitatively and notifies a passenger using current location information and congestion information of a vehicle disclosed by each transportation company.SOLUTION: In the transportation operation status evaluation system, a transportation status evaluation device comprises: a processor that executes a program; and a storage device that stores the program. The storage device stores the program, vehicle position information for each time, and a standard travel time for each section on a vehicle's travel path. The processor calculates a traveling time of the vehicle for each section based on the position information of the vehicle for each time, and calculates an evaluation value of the operation status by comparing the traveling time of the vehicle for each section with the standard traveling time for each section.SELECTED DRAWING: Figure 1

Description

The present invention relates to a system and a method for evaluating the operation status of each transportation system in real time and providing it to passengers by using data published by a transportation company for public transportation systems such as buses and railways.

It is very important for transportation operators operating public transportation such as buses and railroads to notify passengers of the operation status such as disruption of transportation in a quick and easy-to-understand manner from the viewpoint of transportation service quality. In recent years, each transportation company has been focusing on expanding information provision services, such as disclosing vehicle current position information, delay information, and congestion information to passengers on its own information provision site. In addition, there is also known a service that collects information on operation disruptions by route sent by each transportation company and presents it to passengers. However, in urban areas, there are many forms in which multiple transportation companies operate their respective transportation means, and the notification content and update frequency of the operation status are also unique to each company and are not standardized. Therefore, if there are multiple means of transportation between the departure point and the destination, and some of the means of transportation are disrupted, which means of transportation is best for passengers to travel? It was difficult to compare and judge on a scale. Therefore, there is a need for a method of quantitatively evaluating the operating status of multiple means of transportation on the same scale and providing it to passengers.

Patent Document 1 (Japanese Patent Laid-Open No. 2004-288030) is available as a prior art in this technical field. Patent Document 1 measures the current vehicle positions of all transportation systems, combines them with operation plan data, and collectively manages them with a system. When the user inputs the place and time when he / she wants to know the operation information, the related vehicle We disclose the technology to extract and display the operation information of. Further, Patent Document 2 (Japanese Patent Laid-Open No. 2012-153313) calculates in real time the predicted value of the fluctuation of the transportation capacity and the degree of influence on passengers in the designated arbitrary section / time zone based on the train operation plan data. It discloses the technology to be provided to the commander.

Japanese Unexamined Patent Publication No. 2004-288030 Japanese Unexamined Patent Publication No. 2012-153313

Using the technique of Patent Document 1, the passenger can search for the transportation that can reach the destination earliest from among a plurality of transportations by inputting the information of the departure place and the departure time. However, in public transportation, if the operation is significantly disturbed, special arrangements such as suspension and extra flights are often made, so the method of predicting the departure and arrival times of individual trains based on the planned timetable data is more than a certain amount. It is difficult to maintain accuracy, and it often differs from the actual departure and arrival times. Further, by using the technology of Patent Document 2, it is possible to quantitatively evaluate the train operation plan at the time of operation disturbance by the index of transportation capacity, but it is possible to individually negotiate with a plurality of transportation companies and to negotiate with all transportation facilities. It is not realistic to acquire and maintain planned timetable data. The present invention has been made in view of this point, and evaluates the operating status of a plurality of transportation facilities on a common scale and quantitatively using the current position information and congestion information of vehicles published by each transportation company. And the purpose is to notify the passengers.

A typical example of the invention disclosed in the present application is as follows. That is, it is a transportation system operation status evaluation system having a processor that executes a program and a storage device that stores the program, and the storage device is on the vehicle position information for each time and on the travel route of the vehicle. The standard travel time for each section and the travel time of the vehicle for each section are further stored, and the processor calculates the travel time of the vehicle for each section based on the position information of the vehicle for each time. It is characterized in that the evaluation value of the operating condition is calculated by comparing the traveling time of the vehicle with the standard traveling time for each section.

According to one aspect of the present invention, by using vehicle position information such as a bus and a railroad, an average traveling time between each stop in normal times is created for each transportation means, and the average traveling time is compared with the traveling time of the day. , It is possible to evaluate the operation status of multiple transportation systems existing between a certain departure point and a certain destination on the same scale and provide information to passengers. Issues, configurations and effects other than those described above will be clarified by the description of the following examples.

It is a figure which shows the system configuration of the operation condition evaluation apparatus of this Example. It is a figure which shows the data structure of the vehicle position data stored in the auxiliary storage device of the operation state evaluation device of this Example. It is a figure which shows the data structure of the station / route data stored in the auxiliary storage device of the operation condition evaluation device of this Example. It is a figure which shows the data structure of the actual timetable data stored in the auxiliary storage device of the operation condition evaluation device of this Example. It is a flowchart of the program corresponding to the actual timetable calculation part of the operation condition evaluation apparatus of this Example. It is a figure which shows the data structure of the average traveling time data stored in the auxiliary storage device of the operation state evaluation device of this Example. It is a flowchart of the program corresponding to the average traveling time calculation part of the operation condition evaluation apparatus of this Example. It is a figure which shows the data structure of the operation condition evaluation result stored in the auxiliary storage device of the operation condition evaluation device of this Example. It is a flowchart of the program corresponding to the operation status evaluation calculation unit of the operation status evaluation device of this embodiment. It is a flowchart of the program corresponding to the influence degree calculation part of the designated area of the operation condition evaluation apparatus of this Example. It is a figure which shows the example which visualized the influence degree of a plurality of routes obtained by the influence degree calculation program of a designated area with respect to an arbitrary departure place and a destination by the operation condition evaluation apparatus of this Example. It is a figure which showed an example of the screen which inputs the condition at the time of acquiring the operation condition evaluation result calculated by the operation condition evaluation apparatus of this Example. It is a figure which shows the example which the operation condition evaluation apparatus of this Example presented a plurality of routes obtained by the influence degree calculation program of a designated area to an arbitrary departure place and a destination in order of influence degree. It is a figure which shows an example of the screen which provides the operation condition evaluation result calculated by the operation condition evaluation apparatus 1 of this Example to a transportation company. It is a figure which shows an example of the screen which provides the operation condition evaluation result calculated by the operation condition evaluation apparatus of the Example of this invention to a passenger through a public display set near the stop of a public institution. The operation status evaluation result calculated by the operation status evaluation device according to the embodiment of the present invention is provided to passengers via a public display set near the stop of a public institution or an information terminal owned by the passenger. It is a figure which shows an example of a screen.

Embodiments of the present invention will be described with reference to FIGS. 1 to 16. Although the examples of the present invention are intended for public transportation such as buses and railroads, the present invention describes transportation means (for example, aircraft and ships) and logistics fields (delivery trucks and the like) in which location information is disclosed. Applicable to freight trains).

FIG. 1 is a diagram showing a system configuration of the operation status evaluation device of this embodiment.

The operation status evaluation device 1 is a general computer. In this embodiment, the operation status evaluation device 1 is physically described as one computer, but it can also be configured as a computer system composed of a plurality of logically or physically configured computers, and the same computer can be used. It may run on a separate thread above, or it may run on a virtual computer built on multiple physical computer resources.

The operation status evaluation device 1 includes a central control device 11, an input device 12 such as a keyboard and a mouse, an output device 13 such as a display, a communication device 14, a main storage device 15, and an auxiliary storage device 16. These are connected to each other by a bus.

The actual timetable calculation unit 21, the average travel time calculation unit 22, the operation status evaluation calculation unit 23, and the influence degree calculation unit 24 of the designated area in the main storage device 15 are programs. After that, when the main body is described as "○○ part", the central control device 11 reads each program from the auxiliary storage device 16 and loads it into the main storage device 15, and then functions of each program (details will be described later). Shall be realized. The cycles in which these programs are executed are different, and some programs are automatically executed according to predetermined time intervals (for example, every 15 seconds, every week, every month, etc.), while others are system operators. Some are executed at the timing specified by. Details of these programs will be described later.

The auxiliary storage device 16 stores vehicle position data 31, stop / route data 32, actual timetable data 33, average travel time data 34, and operation status evaluation result 35. The operation status evaluation device 1 is equipped with a keyboard, a mouse, and the like, and is connected to an input interface that receives input from the planner, a display device, a printer, and the like, and outputs the program execution result in a format that can be visually recognized by the planner. Has an output interface.

The operation status evaluation device 1 can communicate with the external system 2 and the external server 3 via the network 4. Here, the external system 2 is, for example, a bus location system, and the bus position information is sequentially acquired and incorporated into the operation status evaluation device 1. In addition, the external system 2 transmits the operation status evaluation result to the passenger information providing system (not shown), and provides the passenger 5 with transfer guidance and the like in consideration of the operation status of each transportation means via the information terminal 6. To do. Further, the operation status evaluation device 1 may receive the stop / route data 32, which is the stop / route information stored in the auxiliary storage device 16, from the external system 2 and utilize it.

The external server 3 is, for example, a server that collects and manages position information of a bus or railroad vehicle, or information management that collects and manages passengers estimated using data collected by sensors or cameras installed in the vehicle. It is a server. The operation status evaluation device 1 receives real-time data from the external server 3 via the network 4, stores and utilizes it as vehicle position data 31. In addition, the operation status evaluation device 1 also receives calendar information, event information, and weather / weather information from the external server 3, stores them in the operation status evaluation device 1, and uses them for analysis or information provision screens. You may.

The operation status evaluation device 1 may be owned by the transportation company as a part of the business system, or may be owned by a service company different from the transportation company, and the operation status evaluation result may be sent to the transportation company and passengers. It may be a business form of distribution.

FIG. 2 is a diagram showing a data structure of vehicle position data 31 stored in the auxiliary storage device 16 of the operation status evaluation device 1 of this embodiment.

The vehicle position data 31 stores the position data of a vehicle such as a bus or a train. In recent years, with regard to bus information, standard bus information formats have become widespread among business operators, and open data is rapidly advancing in Japan and overseas. Also in the railway field, there is a movement to disclose real-time vehicle position information to individual railway operators. Bus information is divided into "static information" such as timetables and operation routes, and "dynamic information" that fluctuates in real time such as delay information and location information. Here, the vehicle position data 31 includes buses. Dynamic information collected and transmitted by an external system 2 such as a location system is stored.

Specifically, the vehicle position data 31 includes information such as a vehicle ID (identifier) 310, a route ID 311 and a date and time 312, a latitude 313, a longitude 314, and the number of people in the vehicle 315. Further, for example, it is confirmed whether or not the information is updated at regular intervals such as every 15 seconds, and new records are sequentially added at the timing when the position information of each vehicle is updated. It is desirable that the system operator decides the timing for confirming whether or not the information is updated according to the specifications of the external system 2 such as the bus location system.

As the number of people in the vehicle 315, in addition to storing the number of people, a numerical value or a character string indicating the level of congestion may be stored. Further, the number of people in the vehicle 315 may be acquired by using the load information of the vehicle if it is available, but it is acquired from an external system 2 different from the system that transmits the position information such as the bus location system and the vehicle. The ID may be linked and stored as a unique key. The following is an example of the external system 2 that can measure and collect the number of people in the vehicle.

(1) Number of people information estimated from surveillance camera images

In recent years, in consideration of safety, surveillance cameras have been installed in vehicles of public transportation. In addition, a technology has been developed that detects a person from an image taken by a surveillance camera and counts the number of people existing in a certain space. Therefore, the data of the number of passengers acquired by analyzing the video of the surveillance camera is collected and accumulated.

(2) Number of people passing by estimated from infrared sensor

In general, the entrance and exit of a bus is often divided into a boarding side and a getting-off side, and it is possible to accurately measure the number of passengers by installing an infrared sensor near the door. Similarly, in the case of railway trains, it is possible to measure the number of passengers and the number of passengers getting off by attaching an infrared sensor to each door. Alternatively, a means of installing a sensor on the platform side of the station can be considered.

(3) Public wireless LAN connection history

With the widespread use of public wireless LANs that can be used in stations or trains, access points are being installed in various places. Here, the public wireless LAN may be provided by a business operator other than the railway business operator. Public wireless LAN is a service that provides a connection to the Internet by wireless LAN, and passengers connect to the Internet from mobile terminals such as notebook PCs, tablet PCs, and smartphones via access points. Since the range in which radio waves can reach from one access point is generally about several tens of emails, multiple access points are installed in a wide space such as a station. In order to prevent interference when the mobile terminal can communicate with a plurality of access points, communication is performed by an SSID that identifies the network. Therefore, the access point side can acquire the connection start time and the connection end time of each mobile terminal. By using this connection information, it is possible to collect and accumulate information on the number of people staying at a certain place. By installing such a public wireless LAN in a car or on a station platform, it is possible to grasp the number of people staying on the spot.

The above is an example of a method of acquiring the number of people in the vehicle based on the information on the flow of people, and the number of people in the vehicle may be acquired by a method other than the above, or a combination of arbitrary methods may be used.

FIG. 3 is a diagram showing a data structure of station / route data 32 stored in the auxiliary storage device 16 of the operation status evaluation device 1 of this embodiment.

The station / route data 32 includes information on the stops and routes of public transportation analyzed by the operation status evaluation device 1. The stop information 321 includes information such as a stop ID, a stop name, an owning company, a location, a latitude, and a longitude. The route information 322 includes information such as a route ID, a route name, and an operating company. The route information 322 may also include information on the jurisdiction and the like. The stop / route-related information 323 includes information such as a route ID, a stop ID, and a traveling order. The stations that make up the line are basically stored according to the actual order.

The stop / route data 32 needs to be updated due to the addition / abolition of the stop or route, but the operation status evaluation device 1 is used by each transportation company as "static information" for the new stop or route. When the information is released, it may be acquired via the external server 2 and reflected in the stop / route data 32.

FIG. 4 is a diagram showing a data structure of actual timetable data 33 stored in the auxiliary storage device 16 of the operation status evaluation device 1 of this embodiment.

The actual timetable data 33 includes information such as vehicle ID 330, date 331, route ID 332, stop ID 333, arrival time 334, departure time 335, and the time when each vehicle arrives at each stop on each line, or individually. Information on the time of departure from the stop is stored.

FIG. 5 is a flowchart of a program corresponding to the actual timetable calculation unit 21 of the operation status evaluation device 1 of this embodiment.

First, in step S201, the actual timetable calculation unit 21 reads the stop / route data 32, and acquires the relationship information between each route ID and the stop ID and the latitude / longitude information of each stop. Next, the actual timetable calculation unit 21 reads the records in the designated date and time range from the vehicle position data 31 and sorts them according to the vehicle ID, the route ID, and the date and time (step S202). The date and time range specified here is predetermined, for example, from 10 minutes before the current time to the current time, from 30 minutes before the current time to the current time, or from 60 minutes before the current time to the current time. It represents the time width and coincides with the execution cycle of the actual timetable calculation unit 21.

Next, the actual timetable calculation unit 21 repeats the following processing using the records sorted in step S202. First, the actual timetable calculation unit 21 uses the latitude / longitude information (313, 314) included in the vehicle position data 31 and the latitude / longitude information of each stop included in the stop information 321 to form a straight line between them. The distance is obtained, and when the distance becomes equal to or less than a certain threshold value, it is considered that the vehicle has arrived at the stop, and the date and time 312 included in the vehicle position data is stored as the actual arrival time (step S203).

The threshold value used here is a numerical value representing a distance, for example, within 10 m or 100 m, and it is desirable to determine the threshold value in consideration of the measurement accuracy of the vehicle location system that collects and publishes the vehicle position data 31. In addition, since there is a high possibility that a plurality of stops will be selected as candidates in a place where the stops are dense, refer to the information on each route and the order of the stops acquired from the stop / route data 32. , It is advisable to provide a judgment function that maintains consistency.

As a result of step S203, when it is considered that a certain vehicle has arrived at a certain stop, the actual timetable calculation unit 21 uses the subsequent vehicle position record to determine the linear distance between the target vehicle and the stop. The change in the above is calculated, and the date and time 312 that exceeds a certain threshold is stored as the time when the vehicle departs from the stop (step S204). The actual timetable calculation unit 21 specifies the time when each vehicle arrives at each stop in step S203 and the time when each vehicle departs from each stop in step S204, but always "arrival time <departure time". Check the consistency of the time axis, and if "arrival time <departure time" is not satisfied, it is advisable to take measures such as changing the departure time so that the above holds.

After specifying the arrival time and departure time for all records of a certain vehicle ID, the actual timetable calculation unit 21 confirms whether there is a stop where the departure / arrival time could not be specified by referring to the stop order of each line. If there is a stop that could not be specified, it is interpolated in step S205. The arrival / departure time of the stop to be interpolated may be obtained in consideration of the distance between the stops before and after. Finally, the actual timetable calculation unit 21 stores the arrival time and the departure time specified by the above processing in the actual timetable data 33 (step S206).

FIG. 6 is a diagram showing a data structure of average traveling time data 34 stored in the auxiliary storage device 16 of the operation status evaluation device 1 of this embodiment.

The average travel time data 34 includes information such as route ID 340, year / month 341, day 342, time zone 343, stop ID pair 344, travel time 345, and number of trains 346, and represents the transportation service quality for a certain period. As a numerical value, the average value of the running time and the number of trains is stored for each line and each stop.

For example, the first record in FIG. 6 is 7 on Monday, March 2019, in the section from the stop with the ID "10010" to the stop with the ID "10011" on the route with the ID "20001". It indicates that the average number of trains running in one hour from 7:00 to 8:00 is "5", and the average running time in that section is "120 seconds".

The year / month 341 shown in FIG. 6 shows an example in which the above "certain period" is one month, but the present invention is not limited to this example, and is arbitrary such as one week unit, one month unit, and three month unit. It may be divided in units of. Similarly, the day of the week 342 may be stored in any unit, such as being classified into two categories, weekdays and holidays. Further, although the example in which the particle size of the time zone 343 is 1 hour is shown, the particle size of any length such as 30 minutes or 120 minutes may be set. Further, although not shown in FIG. 6, a classification other than the above may be added, for example, the average traveling time is calculated for each season. Further, the average running time may be calculated by referring to a part of the above classification, for example, only the day of the week 342 or only the time zone 343.

FIG. 7 is a flowchart of a program corresponding to the average traveling time calculation unit 22 of the operation status evaluation device 1 of this embodiment.

First, the average running time calculation unit 22 acquires conditions such as a period, a day of the week, and a time zone to be aggregated in step S301. Next, the average travel time calculation unit 22 reads the records corresponding to the conditions acquired in step S301 from the actual timetable data 33, and sorts them according to the values of the vehicle ID, the date, the route ID, and the arrival time (step S302). ). Next, the average travel time calculation unit 22 combines two consecutive records for the rearranged records, and subtracts the departure time of the previous record from the arrival time of the next record for each vehicle to obtain an adjacent stop. The traveling time between them is calculated (step S303).

The average travel time calculation unit 22 obtains the travel time between adjacent stops for all records, and then obtains an average value using the travel time of all vehicles traveling between the same route ID and the same adjacent stop (the average travel time calculation unit 22). Step S304). By totaling the number of data enumerated at this time on a daily basis, the number of daily operations can be obtained. The average running time calculation unit 22 obtains an average value from the daily operation number data (step S305).

Finally, the average running time calculation unit 22 stores the calculation result in the average running time data 34 (step S306). Since the average travel time calculation unit 22 is data representing the quality of transportation service during normal operation, it is desirable that the average travel time calculation unit 22 is periodically executed, for example, as a daily batch process.

FIG. 8 is a diagram showing a data structure of the operation status evaluation result 35 stored in the auxiliary storage device 16 of the operation status evaluation device 1 of this embodiment.

The operation status evaluation result 35 provides information such as route ID 350, date 351 and time zone 352, stop ID pair 353, travel time difference 354, number of passengers 355, total passenger loss time 356, and degree of influence 357. Including, the result of evaluating the operation status between each line and each stop from the difference between the normal travel time and the current travel time is stored.

Although FIG. 8 shows an example in which the particle size of the time zone 352 is 1 hour, data for each time zone having an arbitrary particle size such as 15 minutes or 30 minutes may be stored. Similarly, although the example in which the data in seconds is stored as the difference in the traveling time is shown, the data in units such as minutes or hours may be stored.

The number of passengers 355 is a value obtained by totaling the number of passengers 315 in the vehicle position data 31 for each time zone 352. If the data of the number of people in the vehicle 315 of the vehicle position data 31 cannot be acquired for all vehicles, or if only a part of the vehicles can be acquired, the estimated number of people in the vehicle can be obtained by multiplying by a predetermined constant or the vehicle. It may be replaced by the capacity of. In the case of public transportation vehicles such as buses and railroads, the capacity is generally defined as the total number of seats and suspension wheels, and the number of seats in the vehicle is public information, so it should be prepared in advance. It is possible.

The product of the difference in traveling time 354 and the number of passengers 355 is stored in the total loss time 356 of the passengers. In addition, the impact level 357 stores the result of quantitative evaluation of the target route, date, time zone, and operation status between stops from the viewpoint of the impact level on passengers.

FIG. 9 is a flowchart of a program corresponding to the operation status evaluation calculation unit 23 of the operation status evaluation device 1 of this embodiment.

Since the operation status evaluation calculation unit 23 analyzes the operation status of all routes in real time and stores it in the operation status evaluation result 35, it is periodically executed at a relatively short cycle such as every 10 minutes or every 15 minutes. It is desirable to be done.

First, in step S401, the operation status evaluation calculation unit 23 reads data in a certain time range from the actual timetable data 33 and sorts the data according to the vehicle ID and the arrival time value. Here, the time range is the time width based on the current time, such as after ○ minutes before the current time.

Next, in step S402, the operation status evaluation calculation unit 23 calculates the running time of the day for each vehicle and between adjacent stops using the record of the read actual timetable data 33. Next, the operation status evaluation calculation unit 23 extracts a record including a combination of the target route ID, year / month, day of the week, time zone, and stop from the average travel time data 34, and acquires the average travel time (step). S403).

Next, the operation status evaluation calculation unit 23 calculates the difference between the travel time of the day and the average travel time (step S404). When a plurality of vehicles are traveling in the corresponding time zone, the difference in traveling time may be obtained for each, and the average value may be stored at the end.

Next, the operation status evaluation calculation unit 23 acquires the value of the number of people in the vehicle from the vehicle position data 31 (step S405). If the vehicle position data 31 does not include the value of the number of passengers in the vehicle, the estimated number of passengers or the number of passengers may be used instead. Similar to the travel time difference, when a plurality of vehicles are traveling in the corresponding time zone, the number of passengers may be obtained for each, and the average value may be stored at the end.

Next, the operation status evaluation calculation unit 23 aggregates the sum of the product of the difference in the traveling time of each vehicle and the number of passengers obtained in steps S404 and S405 for each route ID and stop, and uses it as the total loss time of passengers. Record (step S406). For example, if a large turbulence occurs on a certain route at a certain time, it is expected that the traveling time of many vehicles traveling on that route will be longer than usual. From the viewpoint of travel time, it can be evaluated by the difference between the travel time of the day and the average travel time, but even if the value of the travel time difference is the same, there are cases where only one person is in the vehicle. The overall impact on passengers is completely different from that of 100 passengers.

As a matter of course, it is considered that the influence on the passengers is greater when 100 passengers are on board. Therefore, the operation status evaluation calculation unit 23 expresses the total loss time of the passengers by the product of the difference in the traveling time and the number of passengers. In addition, if the situation of passengers in the car can be analyzed in more detail using an in-car camera, consider the number of seated passengers and the number of standing passengers separately. For example, regarding the number of standing passengers, , Considering that the ineffectiveness is high, it may be devised to calculate the total loss time with more weight. In addition, if the running time on the day is smaller than the average running time, that is, if the running time is shorter than the normal running time, it is considered that there was no loss given to the passengers, and the total loss time is set to zero. You may handle it.

Another factor that must be considered in a situation where the operation is disturbed is the number of operations. For example, when the value of the total loss time of passengers is the same, the impression is completely different depending on whether the value is the value obtained from one vehicle or the sum of the values obtained from a plurality of vehicles. It is appropriate to think that the former has a greater impact on passengers.

Therefore, the operation status evaluation calculation unit 23 obtains the degree of influence in consideration of the element of the number of operations using, for example, the calculation formula of Equation 1, and outputs it to the operation status evaluation result 35 (step S407).

Equation 1 is an example in which the reciprocal of the number of operating trains is adopted as the adjustment coefficient. In this case, the final impact is the total loss time per vehicle (ie, the number of trains in operation). However, these are limited to cases where the number of trains in service is not zero. That is, when the number of vehicles traveling on a certain route is zero in a certain time zone, the total loss time of passengers cannot be obtained because there is no actual timetable of vehicles traveling in the corresponding section. If the degree of influence is set to zero here, the degree of influence on passengers should be large, but on the data, it seems as if there is no degree of influence, which is far from the reality. Therefore, normally, if the number of trains operated becomes zero due to an accident, etc. on the route and time zone in which the vehicle is operated, it is possible to leave in some way that the impact on passengers is large. desirable. In Equation 1, as an example, when the number of trains operated = 0, the degree of influence is set to ∞. In the operation status evaluation result 35, it is desirable to store such a case where the number of operations = 0.

FIG. 8 is an example of the operation status evaluation result 35 calculated as described above. For example, the first record of the operation status evaluation result 35 in FIG. 8 is the section from the stop where the ID is "10010" to the stop where the ID is "10011" on the route whose ID is "20001" in 2019. Average value of the difference between the average running time of the vehicle that ran at 7 o'clock on March 23 (that is, 1 hour from 7 o'clock to 8 o'clock) (that is, the running time 345 corresponding to the time zone and section) Is 30 seconds, and the total number of passengers is 80. In this example, the total loss time of the passengers is 356, which is 40 minutes. Further, if the number of trains operating in the section in the relevant time zone is one, the total loss time 356 per number of trains operated is calculated to be 40 according to Equation 1, and this value is used as the influence degree 357. Stored.

FIG. 10 is a flowchart of a program corresponding to the influence degree calculation unit 24 in the designated area of the operation status evaluation device 1 of this embodiment.

The influence calculation unit 24 of the designated area extracts the operation status of the public transportation operating between any pair of the departure point and the destination from the operation status evaluation result 35, and a plurality of transportation means If it exists, the central control device 11 is to execute the process of obtaining and outputting the total degree of influence between the starting point and the destination based on the degree of influence calculated for each transportation system. It is a program.

First, the influence degree calculation unit 24 of the designated area acquires designated conditions such as a departure place and a destination from the outside in step S501. The departure place and the destination may be specified, for example, in the unit of the stop ID, or may be specified by latitude / longitude information or an address that can be converted into latitude / longitude information.

Next, the influence degree calculation unit 24 of the designated area reads the stop / route data 32 (step S502). Next, in step S503, the influence degree calculation unit 24 of the designated area lists the routes from the departure point to the destination based on the read stop / route data 32. If there are multiple transportation options from the departure point to the destination, it is desirable to be able to select as many routes as possible from the perspective of passengers.

As the route search processing method in step S503, a general shortest route search method may be applied, and the travel time between adjacent stops may be read from the average travel time data 34 and used as the cost at the time of route search. Good. Since the average travel time data 34 includes information on the year / month 341, the day of the week 342, and the time zone 343, even if the pair has the same route ID and stop ID, if the time, day of the week, and time zone are different, The average travel time values are different. Therefore, it is possible to derive different routes even between the same departure point and destination by executing the shortest route search process while changing the combination of time, day of the week, and time zone.

Next, in step S504, the influence degree calculation unit 24 of the designated area extracts a sequence of which route ID and stop ID the derived route is composed of. Next, the influence degree calculation unit 24 of the designated area extracts a record including the extracted route ID and stop ID from the operation status evaluation result 35 (step S505). Next, the influence degree calculation unit 24 of the designated area calculates the average value of the influence degree using the extracted record of the operation status evaluation result (step S506).

FIG. 11 is a diagram showing an example in which the operation status evaluation device 1 of this embodiment visualizes the influence degree of a plurality of routes obtained by the influence degree calculation unit 24 of the designated area on an arbitrary departure point and destination. is there.

The departure place A (801) and the arrival place B (802) shall be input from the outside as designated conditions. Here, as a route from the departure point A to the arrival point B, an example in which two routes are extracted will be described. Route 1 (804) is a route that directly reaches the arrival point B from the departure point A using the line 3 (812), and S1 to S4 exist as stops between the departure point A and the arrival point B. ..

On the other hand, Route 2 (805) is a route from the departure point A to the stop point C (803) using the line 1 (810), and at the stop point C, the route is changed to the line 2 (811) to reach the arrival point B. .. There is a stop S5 between the departure point A and the stop C, and a stop S6 as a stop between the stop C and the arrival point B.

At this time, the degree of influence of the route 1 is, for example, (route 3, departure point A-stop S1), (route 3, stop S2-stop S3), (route 3, stop S3-stop S4), and so on. It is calculated by the average value of the degree of influence of (Route 3, Stop S4-Arrival B).

Similarly, the degree of influence of Route 2 is (Route 1, Departure A-Stop S5), (Route 1, Stop S5-Stop C), (Route 2, Stop C-Stop S6), (. It is calculated by the average value of the degree of influence of route 2, stop S6-arrival B). Here, the average value is taken as an example as a method of totaling the degree of influence, but other statistical values such as the maximum value, the median value, or the total value may be used instead of the average value.

FIG. 12 is a diagram showing an example of a screen for inputting conditions when acquiring the operation status evaluation result calculated by the operation status evaluation device 1 of the present embodiment.

The main user of the operation status evaluation device 1 of this embodiment is assumed to be a passenger 5 who uses transportation, but a system operator or a transportation operator can also be a user. Therefore, the condition input screen shown in FIG. 12 may be operated by the passenger, or may be used by the system operator or the transportation company.

In the condition input screen 700, a box 701 for selecting a departure place, a box 702 for selecting an arrival place, and a box 703 for specifying a date and time are arranged. The departure place and arrival place may be selected by the user from a predetermined group of choices, or the user directly inputs text and narrows down and presents candidate choices by partial matching of character strings. May be given. In addition to text input, the user may be asked to specify a point on the map screen, and the latitude / longitude information of the point may be automatically acquired and applied to the input value of this condition setting screen.

The field for specifying the date and time may be optional rather than mandatory, and if nothing is entered, the specifications may be such that the latest status of the day can be requested. On the other hand, for example, when looking back on the past operation status such as one hour ago, the previous day, the previous month, and the previous year, the user may be asked to specify the date and time, and the operation status record at that time may be recalled. This allows the transport operator to track changes in the operating status between any departure and arrival points over time. After the user inputs these designated conditions, the execution button 704 is pressed, so that the conditions are passed to the influence degree calculation unit 24 in the designated area and executed.

FIG. 13 is a diagram showing an example in which the operation status evaluation device 1 of the present embodiment presents a plurality of routes obtained by the influence degree calculation unit 24 of the designated area for an arbitrary departure point and destination in order of influence degree. is there.

Specifically, the screen 900 shows an example of an information providing screen for passengers regarding the route search result from the departure place A to the arrival place B. By using the information on the average travel time and the degree of influence obtained by the operation status evaluation device 1 in addition to the information on the toll and travel time for each route provided by the general transfer guidance service, the passengers can be reached. We can recommend routes with good operating conditions.

In general transfer guidance, the time required for each route is calculated based on the planned timetable published by the transportation company. On the other hand, by using the average traveling time of the operation status evaluation device 1 of the present embodiment, it is possible to provide the required time in consideration of such a delay for the place and the time zone where the chronic delay occurs. .. In addition, by sorting and presenting candidate routes in ascending order of influence, passengers can select routes with stable operating conditions regardless of the time required, and as a result, it is possible to reach the destination quickly. It has the advantage of being highly sexual.

FIG. 14 is a diagram showing an example of a screen for providing the operation status evaluation result calculated by the operation status evaluation device 1 of the present embodiment to the transportation company.

On the screen 1000, combinations of departure points and arrival points are arranged in a matrix format, and the operation status of which section (that is, the pair of departure points and arrival points) is based on the color and size of the icon (circular icon in the example) of each cell. This is an example of a screen that can list whether or not is disturbed. The combination of the departure place and the arrival place may be added / deleted / sorted on the screen, or a list of combinations may be created in a text file and uploaded from the outside.

It is easy to understand that the color and size of the icon of each cell should be decided and displayed step by step based on the degree of influence, the total loss time of passengers, or the number of users. Further, when the mouse is over or the mouse is clicked on the icon of each cell, it is preferable to be able to confirm detailed information such as a candidate route, a traveling time, and the number of passengers in that section. Further, a numerical value such as the degree of influence may be described in text in the icon of each cell.

On the screen 1000, in addition to describing the date and time information indicating the result of visualizing the operation status at which time, a user interface such as a time slider is provided to animate the change in the operation status of a certain day. It may be expressed by. This makes it possible to intuitively understand in which time zone the operation status was disturbed and how the disturbance was spatially propagated.

At that time, the operation status evaluation device 1 may have a function of confirming a change in the operation status of a certain section throughout the day with a line graph, a bar graph, or the like. Further, the operation status evaluation device 1 may have a function of providing a box for specifying the date and time instead of (or in addition to) the time slider so as to go back to any past date and time.

For places or times when the operation status is frequently disturbed over a long period of time, it is better to consider major improvement measures such as changing the location of the stop or the operation plan. The screen 1000 can be used as a material for examining measures for such a transportation company or making an investment decision.

In the example of FIG. 14, a circular icon is displayed corresponding to the combination of the departure place and the arrival place. The color depth of the icon is assigned to the operation status such as "slightly disturbed on some routes", "slightly disturbed on many routes", "significantly disturbed on some routes", and "significantly disturbed on many routes". ..

For example, when there are a plurality of routes corresponding to a combination of a certain departure place and arrival place, the operation status evaluation device 1 calculates the influence degree of each of the routes, and the influence degree and a predetermined reference value. By comparing with, it may be determined that the operation is not disturbed, slightly disturbed, or significantly disturbed for each route.

Then, the operation status evaluation device 1 compares the ratio of the routes determined to be significantly disturbed among the plurality of routes with a predetermined reference value (different from the above-mentioned reference value of the degree of influence). By doing so, it is determined whether the combination of the departure point and the arrival point corresponds to "significantly disturbed on some routes" or "significantly disturbed on many routes", or does not correspond to any of them. May be good.

Similarly, the operation status evaluation device 1 combines the departure point and the arrival point by comparing the ratio of the routes determined to be slightly disturbed among the plurality of routes with a predetermined reference value. May be determined whether is "slightly disturbed on some routes" or "slightly disturbed on many routes", or not.

Further, in this example, the number displayed in the icon is the average value of the influence degrees of the plurality of routes, and the size of the icon may be the number of passengers. The correspondence between each numerical value and the display is an example, and an arbitrary numerical value can be associated with an arbitrary display.

FIG. 15 shows an example of a screen in which the operation status evaluation result calculated by the operation status evaluation device 1 of the embodiment of the present invention is provided to passengers via a public display set near a stop of a public institution or the like. It is a figure.

The screen 1100 is an example of a screen that displays on a route map which location is disturbed (whether the degree of influence on passengers is large) for each route and between adjacent stops. The color and thickness of the line connecting adjacent stops can be used to list which stops the operation status is disturbed. The color and thickness of the line can be easily understood by deciding and displaying it step by step based on information such as the degree of influence, total loss time of passengers, number of users, and number of trains in operation. Some information may be displayed as text in the margin of the screen. Alternatively, it may have a function of sequentially displaying several types of screens such as a screen created using the total loss time of passengers, a screen created using the number of users, and a screen created using the number of trains operated. ..

Passengers can determine, for example, which route is more likely to be reached from stop ST1 to stop ST6 by finding a route with less impact. Similarly, for passengers who want to use a route that is as uncrowded as possible, it is possible to avoid a congested route by finding a route with a small number of users. As described above, the screen 1100 is effective as a material for allowing passengers to judge whether or not to use another route when the operation status is disturbed on some routes. Therefore, it is desirable that the screen 1100 is updated so that the latest information at that time is displayed at a relatively short cycle, for example, every 5 minutes or every 10 minutes.

FIG. 16 shows the operation status evaluation result calculated by the operation status evaluation device 1 according to the embodiment of the present invention via a public display set near the stop of a public institution or an information terminal owned by a passenger. It is a figure which shows an example of the screen provided for a passenger.

The screen 1200 is another example of a screen that displays on a route map which place is disturbed (whether the degree of influence on passengers is large) for each route and between adjacent stops. This information is also displayed on the screen 1100 shown in FIG. 15, but in the case of transportation such as a bus where there are multiple routes between the same stops, the screen example of the screen 1200 is used. However, it is easy to compare each route and it is easy to understand.

As a method of presenting the operation status evaluation result, it is desirable that the correspondence between the color and thickness of the line, the degree of influence, the total loss time of passengers, the number of users, the number of operations, etc. is the same as that of the screen 1100. Using such a screen, passengers, for example, when heading from stop ST1 to stop ST8, use line B1 to go to stop ST3, and from stop ST3, change to line B2 or line B3, and a route. It is possible to compare and examine the route that uses B4 to reach the stop ST6 and change to the route B5 at the stop ST6, and which route is more likely to be reached, depending on the degree of influence.

As described above, according to the embodiment of the present invention, the average traveling time between each stop in normal times is created for each transportation system by using the vehicle position information such as a bus or a railroad, and the traveling on the day is performed. By comparing with time, it is possible to evaluate the operation status of multiple transportation systems existing between a certain departure point and a certain destination on the same scale and provide information to passengers. This allows passengers to determine which mode of transportation is best to travel. Further, if the transportation operator uses the operation status evaluation device 1 of the embodiment of the present invention, it is possible to find an area or a time zone in which the disorder occurs chronically or frequently, and therefore, improvement measures (for example, timetable revision). ) Can be used as basic data when planning.

Typical examples of the embodiments of the present invention described above are listed below.

(1) The transportation operation status evaluation system (for example, transportation operation status evaluation device 1) according to the embodiment of the present invention includes a processor (for example, a central control device 11) that executes a program and a storage device (for example, a storage device) that stores the program. It has a main storage device 15 and an auxiliary storage device 16). The storage device further stores the vehicle position information for each time (for example, vehicle position data 31) and the standard travel time for each section on the vehicle travel path (for example, average travel time data 34). The processor calculates the running time of the vehicle for each section based on the position information of the vehicle for each time (for example, the processing of the actual timetable calculation unit 21), and the running time of the vehicle for each section and the standard for each section. The evaluation value of the operation status is calculated by comparing with the actual travel time (for example, the processing of the operation status evaluation calculation unit 23).

This allows the operation of multiple modes of transportation that exist between a certain departure point and a certain destination by comparing the standard running time with the running time of the day using vehicle position information such as a bus or a railroad. The situation can be evaluated on the same scale and information can be provided to passengers. This allows passengers to determine which mode of transportation is best to travel.

(2) Here, the section may be a section between the stops of the vehicle. Further, the standard traveling time may be an average value of traveling times in the section calculated from the position information of the vehicle at each time in a predetermined period.

As a result, the standard running time can be appropriately set based on the actual results.

(3) In addition, the standard traveling time is the day and time when the vehicle position information used for calculating the vehicle traveling time for each section is acquired among the vehicle position information for each time in a predetermined period. It may be the average value of the traveling time of the section calculated from the position information acquired at the time corresponding to at least one of the bands. For example, as shown in FIG. 7, the conditions of the day of the week and the time zone are input (S301), the average running time is calculated accordingly (S303, S304), and the average running time data and the actual timetable are used. Corresponds to the calculation of the difference from the traveling time of (S404).

Thereby, for example, even if the standard traveling time differs depending on the day of the week and the time zone, the operating condition can be appropriately evaluated accordingly.

(4) Further, the evaluation value of the operation status may be a value indicating the degree of influence of the disturbance of the operation (for example, the degree of influence 357). The storage device may further store the number of passengers in the vehicle (eg, the number of passengers in the vehicle 315). The processor determines the total loss time of passengers in the vehicle (eg, total loss time of passengers 356) based on the difference between the vehicle travel time for each section and the standard travel time for each section and the number of passengers in the vehicle. May be calculated, and the evaluation value of the operating condition may be calculated so that the greater the total loss time, the greater the degree of influence (for example, Equation 1).

As a result, even if the turbulence of operation is the same, the degree of influence increases as the number of passengers increases, so that the total amount of influence of the turbulence of operation on passengers can be appropriately evaluated.

(5) In addition, the number of passengers in the vehicle is the load information of the vehicle, the image of the camera installed at the vehicle or the stop, the data of the infrared sensor installed at the vehicle or the stop, and the network at the vehicle or the stop. It may be based on at least one of the connection information.

This makes it possible to appropriately estimate the actual number of passengers.

(6) In addition, the processor calculates the number of trains operated per unit time for each section based on the position information of the vehicle for each time, and operates so that the smaller the number of trains operated per unit time, the greater the degree of influence. The evaluation value of the situation may be calculated (for example, Equation 1).

As a result, the smaller the number of trains in operation, the greater the degree of influence. Even if the operation is severely disturbed, it is considered that passengers can easily use it if the number of operations is large. Therefore, this can provide useful information for passengers to determine whether or not transportation is available.

(7) Further, the processor calculates and calculates the evaluation value of the operation status for each section included in the route from the designated departure point to the designated arrival point (for example, route 1 or route 2 in FIG. 11). The statistical value of the evaluation value of the operation status for each section may be calculated as the evaluation value of the operation status of the route from the departure point to the arrival point (for example, the degree of influence of the route 1 or the route 2 in FIG. 11).

This makes it possible to evaluate the operation status for each route from the departure point to the arrival point.

(8) Further, the statistical value may be any of an average value, a median value, a maximum value, or a total value.

This makes it possible to calculate an appropriate evaluation value according to the purpose or situation.

(9) Further, when there are a plurality of routes (for example, route 1 and route 2 in FIG. 11) from the departure place to the arrival place, the processor may calculate the evaluation value of the operation status for each route.

This makes it possible to evaluate the operating status of a plurality of transportation systems existing between the departure point and the arrival point on the same scale and provide information to passengers. As a result, passengers can determine which means of transportation is best to travel.

(10) Further, when at least one of the departure point and the arrival point is specified by the processor (for example, the departure points A and B and the arrival points C and D in FIG. 14), the processor is used for each combination of the departure point and the arrival point. Calculated the evaluation value of the operation status for each route, specified the evaluation value of the operation status for each route, the magnitude of the influence of the operation disturbance for each route (for example, "slightly disturbed" or "significant disturbance"), and , Even if you output information to list the percentage of routes that are disrupted (for example, "on some routes" or "on many routes") for all combinations of departure and arrival points. Good.

This makes it easy to identify a place or time zone where the operation status is frequently disturbed over a long period of time. For such locations or times, it is advisable to consider major remedial measures, such as changing the location of stops or operating plans. The above information can be used as a material for considering measures or making investment decisions for such transportation companies.

(11) Further, the processor sets the time zone (for example, the date and time specified by the time slider in FIG. 14) in any of the size, shape, color, and shade of the figure corresponding to the combination of the departure place and the arrival place. ), The magnitude of the influence of the disruption of operation for each route and the ratio of the routes in which the disruption of operation occurs may be assigned and the information (for example, FIG. 14) for displaying the matrix may be output.

This makes it easier to recognize the place or time when the operation status is disturbed.

The present invention is not limited to the above-described examples, and includes various modifications. For example, the above-mentioned examples have been described in detail for a better understanding of the present invention, and are not necessarily limited to those having all the configurations of the description. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

Further, each of the above configurations, functions, processing units, processing means and the like may be realized by hardware by designing a part or all of them by, for example, an integrated circuit. Further, each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files that realize each function can be stored in non-volatile semiconductor memories, hard disk drives, storage devices such as SSDs (Solid State Drives), or computers such as IC cards, SD cards, and DVDs that are not readable. It can be stored in a temporary data storage medium.

In addition, the control lines and information lines are shown as necessary for explanation, and not all control lines and information lines are necessarily shown in the product. In practice, it can be considered that almost all configurations are interconnected.

1 Transportation status evaluation device 2 External system 3 External server 4 Network 11 Central control device 12 Input device 13 Output device 14 Communication device 15 Main storage device 16 Auxiliary storage device 21 Actual timetable calculation unit 22 Average travel time calculation unit 23 Operation status evaluation calculation unit 24 Impact calculation unit for designated area 31 Vehicle position data 32 Stop / route data 33 Actual timetable data 34 Average travel time data 35 Operation status evaluation result

Claims (12)

A transportation operation status evaluation system having a processor that executes a program and a storage device that stores the program.
The storage device further stores the position information of the vehicle for each time and the standard travel time for each section on the travel path of the vehicle.
The processor
Based on the vehicle position information for each time, the traveling time of the vehicle for each section is calculated.
A transportation system operation status evaluation system characterized in that an evaluation value of an operation status is calculated by comparing the travel time of the vehicle for each section with the standard travel time for each section. The transportation operation status evaluation system according to claim 1.
The section is a section between the stops of the vehicle.
The transportation operation condition evaluation system, wherein the standard traveling time is an average value of traveling times in the section calculated from the position information of the vehicle at each time in a predetermined period. The transportation operation status evaluation system according to claim 2.
The standard running time is the day when the position information of the vehicle used for calculating the running time of the vehicle for each section is acquired among the position information of the vehicle for each time in the predetermined period. A transportation system operation status evaluation system characterized in that it is an average value of traveling time of the section calculated from position information acquired at a time corresponding to at least one of the time zones. The transportation operation status evaluation system according to claim 1.
The evaluation value of the operation status is a value indicating the degree of influence of the turbulence of operation.
The storage device further stores the number of passengers in the vehicle.
The processor
Based on the difference between the traveling time of the vehicle for each section and the standard traveling time for each section and the number of passengers of the vehicle, the total loss time of the passengers in the vehicle is calculated.
A transportation system operation status evaluation system characterized in that an evaluation value of the operation status is calculated so that the degree of influence increases as the total loss time increases. The transportation operation status evaluation system according to claim 4.
The number of passengers in the vehicle is the load information of the vehicle, the image of the camera installed at the vehicle or the stop, the data of the infrared sensor installed at the vehicle or the stop, and the network of the vehicle or the stop. A transportation operation status evaluation system characterized by being based on at least one of connection information. The transportation operation status evaluation system according to claim 4.
The processor
Based on the vehicle position information for each time, the number of trains operated per unit time for each section is calculated.
A transportation system operation status evaluation system characterized in that an evaluation value of the operation status is calculated so that the degree of influence increases as the number of operations per unit time decreases. The transportation operation status evaluation system according to claim 4.
The processor
The evaluation value of the operation status is calculated for each section included in the route from the designated departure point to the designated arrival point.
A transportation system operation status evaluation system, characterized in that a statistical value of an evaluation value of an operation status for each of the calculated sections is calculated as an evaluation value of an operation status of a route from the departure point to the arrival point. The transportation operation status evaluation system according to claim 7.
A transportation system operation status evaluation system characterized in that the statistical value is either an average value, a median value, a maximum value, or a total value. The transportation operation status evaluation system according to claim 7.
The processor is a transportation system operation status evaluation system, which calculates an evaluation value of the operation status for each route when there are a plurality of routes from the departure point to the arrival point. The transportation operation status evaluation system according to claim 9.
The processor
When at least one of the departure point and the arrival point is specified, the evaluation value of the operation status for each route is calculated for each combination of the departure point and the arrival point.
The magnitude of the influence of the operation disturbance for each route and the ratio of the routes where the operation disturbance has occurred, which are specified for the evaluation value of the operation status for each route, are determined by the departure point and the arrival point. A transportation operation status evaluation system characterized by outputting information for listing all combinations. The transportation operation status evaluation system according to claim 10.
The processor affects the size, shape, color, or shade of the figure corresponding to the combination of the departure point and the arrival point, and the degree of influence of the operation disturbance for each route in the specified time zone. , And, a transportation system operation status evaluation system characterized by allocating the ratio of routes in which the operation is disturbed and outputting information for displaying a matrix. It is a transportation operation status evaluation method executed by a computer system having a processor that executes a program and a storage device that stores the program.
The storage device further stores the position information of the vehicle for each time and the standard travel time for each section on the travel path of the vehicle.
The transportation operation status evaluation method is
A procedure in which the processor calculates the traveling time of the vehicle for each section based on the position information of the vehicle for each time.
A procedure comprising the processor calculating an evaluation value of an operating condition by comparing the traveling time of the vehicle for each section with the standard traveling time for each section. A transportation status evaluation method characterized by this.

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