JP5872381B2 - Alternate route information display device - Google Patents

Description

  The present invention relates to a technique for guiding alternative route information.

There is known a system for guiding an alternative route when an operation failure occurs in a train.
Patent Document 1 (Japanese Patent No. 4471167) discloses a technique for guiding another alternative route when the alternative route is congested in the display of the alternative route.

Patent No. 4471167

  Patent Document 1 does not disclose a case where an alternative route transfers a train to another route of the company or a route of another company. In addition, there is no description about a case where the station is congested and a large number of customers flow in at the train transfer station.

  An object of the present invention is to guide an appropriate alternative route in consideration of the degree of congestion at the transfer station even when such an alternative route passes through the transfer station.

  In order to solve the above-mentioned problem, the alternative route information display device according to the present invention associates information for specifying the start station of each section, information for specifying the end station, and information for specifying a station through which the transfer station is included. An alternative route information database that is stored as route information, a congestion degree determination information database that stores information that identifies each station and information indicating the degree of congestion of each station, and a section of an alternative route when an operation failure occurs An alternative route specifying unit for checking the information specifying the start station and the end station in the alternative route information database and specifying a route in which the start station and the end station match as an alternative route; and the specified alternative route A congestion level identifying unit that identifies the congestion level of the transfer station in the database by comparing it with the congestion level determination information database, and an alternative route that passes through the transfer station if the specified congestion level of the transfer station is equal to or greater than a specified value Outside of the alternative pathway and a display control unit that preferentially displayed.

  According to the present invention, efficient alternative route information can be guided.

1 is a system configuration example according to the present invention. It is a processing flow figure of a display control part. It is a processing flow figure of a display control part in consideration of congestion information. It is a processing flowchart which calculates the congestion degree. It is a structural example of an operation information database. It is a structural example of an alternative route information database. It is an example of a floor plan of S4 station (transfer station). It is a structural example of a congestion degree determination information database. It is a structural example of a congestion information database. It is an example of a screen which displays the operation information in S1 station. It is the 1st page of the example of a screen which displays the alternative route information in S1 station. It is the 2nd page of the example of a screen which displays the alternative route information in S1 station. It is an example of a screen which displays the operation information in S1 station, alternative route information, and congestion information.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, a system configuration example according to the present invention will be described below with reference to FIG.

  In the alternative route information display system (hereinafter referred to as the present system), each station 10, the command station 20, and the center 30 are connected by a network 60, and the command station 20 and the train 40 are connected by a network 61. The network 60 is configured by, for example, a railway company's own VPN, and the network 61 is configured by, for example, a wireless LAN.

  The command center 20 includes a train operation diagram database 21, an operation information database 22, a train number calculation unit 23, a congestion information database 32 in the center 30, a congestion degree determination information database 34, a congestion degree identification unit 31, and operation information / congestion information distribution. Unit 33, each station 10 has a monitor installation location information database 18, an alternative route information database 14, a station number calculation unit 17, a display control unit 12, an alternative route information creation unit 13, and an alternative route identification unit 19.

The center 30 is connected to another company line operation information guidance system 50 operated by another railway company via a network 62.
However, it is not limited to this configuration. For example, the command center 20 and the center 30 may be the same facility. Further, although the processing unit and the database are described in the center 30, for example, the congestion degree specifying unit 31 may be arranged at each station 10. Further, for example, the in-station number calculation unit 17, the alternative route information creation unit 13, and the alternative route information database 14 may be arranged in the center 30. Further, for example, each processing unit and each database may be installed together in the center 30, the station 10, and the command station 20. Further, the other company line operation information guidance system 50 is not necessarily required. For example, the other company line operation information guidance system 50 may be a service provider that provides other company line operation information on behalf of the other company line.

  Next, the flow of processing for pre-registering an alternative route will be described below with reference to FIGS.

  The registration of the alternative route is assumed to be pre-registered by the station staff at each station during normal times when no operation failure has occurred. The station staff uses the alternative route information creation unit 13 to create alternative route information (route route from the station to the main station) having a pattern unique to each station. When there are a plurality of alternative routes, default display priorities are assigned, for example, in ascending order of required time. The alternative route information created by the alternative route information creation unit 13 is registered in the alternative route information database 14. It is not always necessary for the station staff at each station to register the alternative route, and the commander may register the alternative route at each station at the command station 20.

  An example of the configuration of the alternative route information database 14 is shown in FIG. The alternative route information database 14 has its own station name Z51, destination station name Z52, route name Z53, route start station Z54, route route name Z55, route route end station Z56, fare Z57, required time Z58, display priority Consists of Z59.

  Since there may be a plurality of waypoints in the route (route), the set of the route start station Z54, route route name Z55, route route end station Z56 has a data structure that can be described in multiple columns. For example, if there are three routes from R1 station (own station) to S3 station, R1, R2, and R3, the first to third lines in FIG. 5 are registered. Of these, for example, the route of R3 is a route that arrives at S3 station from S1 station via S6 station using C route and from S6 station using D route (which may be a company line or another company line). The fare is 480 yen and the required time is 30 minutes. In this case, S6 station is a transfer station. In addition, the default display priorities in R1, R2, and R3 indicate the order of R1, R2, and R3.

  Next, using FIG. 2a, FIG. 4, FIG. 8a, FIG. 8b, and FIG. 8c, the following is a flow of processing for monitoring and displaying operation information and alternative route information without considering the degree of congestion when an operation failure occurs. explain.

  When an operation failure occurs, the commander registers the operation information (occurrence date and time, route name, section, cause, driving status, etc.) in the operation information database 22.

  When the operation information is registered in the operation information database 22, the operation information / congestion information distribution unit 33 acquires the operation information from the operation information database 22 and distributes the operation information to the display control unit 12. In addition, the operation information / alternative route information distribution unit 33 accesses the congestion information database 32 at regular intervals and acquires the congestion information, and distributes the congestion information to the display control unit 12. Although the operation information is acquired from the operation information database 22 here, the operation information may be acquired from the operation management device.

  A configuration example of the operation information database 22 is shown in FIG. The operation information database 22 is composed of the following items: the occurrence date and time Z41, route name Z42, section Z43, cause Z45, operation status Z46, recovery expected date and time Z47, and character column Z48 , The cause and the driving situation are described in one record. For example, the record on the 3rd line in Fig. 4 is scheduled to be put off for inspection of the track in the upward direction between S2 and S3 on 2012/1/10 10:00, and the restoration is 2012/1/1 10 11:30.

  FIG. 2A shows the flow of processing for monitoring and displaying operation information and alternative route information without considering the degree of congestion. This processing is performed by the display control unit 12 and the alternative route specifying unit 19.

  First, when the operation information is acquired from the operation information / congestion information distribution unit 33 (step S121), the monitor installation location information is acquired from the monitor installation location information database 18 (step S122). The monitor installation location is information such as S1 station ticket gate, for example.

Next, the alternative route specifying unit 19 specifies an alternative route. First, the alternative route information is acquired from the alternative route information database 14 (step S123). Here, since the station is known as S1 station, records from the alternative route information database 14 where S1 station is its own station and the route name is registered as an alternative route (lines 1 to 3) Eye). Furthermore, the route without the section in which the operation information is set off for driving is extracted from the extracted records. In this case, as shown in the third line of FIG. 4, the S2-S3 section is set off for operation, so the R1 route in the first line of FIG. 5 cannot be used. Therefore, the R2 route on the second line and the R3 route on the third line are extracted as available alternative routes. The R3 route is an alternative route that uses S6 station as a transfer station and that passes through other companies' lines. Finally, based on the operation information and alternative route information acquired from steps S121 to S123, a screen is generated and displayed in step S124.
FIG. 8a is an example of a display screen generated from the operation information acquired from step S121 to step S122. Since it is possible to determine from the alternative route information database 14 that the own station where the monitor 11 is installed is the S1 station, the S1 station is indicated by a black circle. For example, the information described in the record on the third line in FIG. 4 is displayed by superimposing an X mark on the route between S2 station and S3 station in FIG. FIG. 8 is an example of the display screen. For example, the expression method indicating the own station may be enclosed by a circle instead of the black circle, or may be distinguished by the color as the expression method indicating the driving situation.

8b and 8c are display screen examples generated from the alternative route information acquired from step S123. Since the S1-S2 section on the route name R1 is set off for operation, the route names R2 and R3 correspond to alternative route candidates. This is generated in the order of display priority, FIG. 8b is generated as the screen of the alternative route 1, and FIG. 8c is generated as the screen of the alternative route 2, and is repeatedly displayed on the monitor 11 in the order of display priority.
Next, the flow of processing for calculating the degree of congestion will be described below with reference to FIGS. 3, 6 a, and 7.

  FIG. 6a is a floor plan of the S4 station, which is a train transfer when going from the S1 station to the S3 station on the B route. Here, it is assumed that the train from S1 station stops at platform 2 (turns back to S1 station) and transfers to the train from platform 1 to S3 station.

  FIG. 3 shows a flow of processing in which the congestion level specifying unit 31 calculates the congestion level. The congestion level is calculated every predetermined time. For example, the degree of congestion is calculated 10 minutes before the present time. In this embodiment, the degree of congestion of the stations on the alternative route is calculated. Here, the congestion degree may be calculated by picking up main stations such as the congestion degree of the transfer station and the congestion degree of the start station. This is because the congestion information of the stations other than the transfer station and the start station is not so important if the passengers on the train are allowed to be crowded.

  First, the degree of congestion at the first platform at S4 station is calculated. At the S4 station, a ticket gate 15, a camera 16a, and a camera 16b are provided at the ticket gate. In a certain time zone (Z63), the ticket gate 15 notifies the number-of-people calculation unit 17 in the station of the number of people who have passed the ticket gate 15.

  The camera 16 notifies the number-of-passengers calculating section 17 of the number of passing people near the camera 16 calculated by performing the human detection process from the image displayed by the camera 16. The number of people entering the first platform of S4 station and the number of people entering from the first platform can be measured with the camera 16a. In step S171, the number of people (= X1) who have entered S4 station No. 1 home within the past 10 minutes is acquired from camera 16a. In step S172, the number of people (= X2) who participated from the S4 station No. 1 home within the past 10 minutes is acquired from the camera 16a.

  Next, in step S231, a train that has entered S4 station No. 1 platform within the past 10 minutes is identified. This information can be acquired from the train operation diagram database 21. Next, when the train number of the incoming train specified in S231 is notified to the in-train number calculation unit 23 in step S232, the in-train number calculation unit 23 specifies the number of passengers in the train.

  Step S232 is performed for all the trains identified in step S231, and the total number of passengers is obtained (step S233). This number is the total number of passengers (= Y1) of all the trains that entered the first platform of S4 station within a certain time.

  The number of passengers in the train is calculated as follows. The train 40 is equipped with a weight sensor 41 for each vehicle, and the number of passengers in the vehicle is calculated by subtracting the weight of the vehicle body from the detected value and dividing by the average weight of one passenger. By summing up, the number of passengers in the train 40 can be calculated.

  The calculated number of passengers in the train 40 is notified to the in-train number calculation 23 via the network 61. Note that the calculation processing of the number of passengers in the train 40 from the detection value of the weight sensor 41 may be performed in the in-train number calculation unit 23.

In steps S234 to S236, the total number of passengers (= Y2) of all the trains leaving the first platform at S4 station within a certain time is calculated in the same procedure as in steps S231 to S233. By applying the numerical values of X1, X2, Y1, and Y2 obtained as described above to the values of the following equations, the number of people staying at the S4 station No. 1 platform in the past 10 minutes (= Z) is calculated.
(Equation 1) Number of inflows into the station (X1)-Number of outflows outside the station (X2) + Total number of passengers in all trains entering the station (Y1)-Trains leaving from the station Total number of passengers in all trains (Y2)
(Step S311) In step S312, the number of people staying at the station calculated in step S311 can be compared with a congestion degree determination value determined in advance for each station, whereby the degree of congestion of the S4 station No. 1 platform can be obtained. .

  A configuration example of the congestion degree determination information database 34 is shown in FIG. The congestion degree determination information database 34 determines the congestion degree in association with the station name, which is information for identifying a station, the home name, which is information for identifying a home, the lower limit value of the staying number of people at the station (home), and the upper limit value. Store the value. When looking at the degree of congestion only at a station, there may be no need for information identifying the home. The congestion degree determination value Z65 is an index indicating the degree of congestion. In FIG. 6b, in the S4 station No. 1 platform, the congestion degree = 1 when the number of people staying at the station is 0 to 300, the congestion degree = 2 when the number is 301 to 600, and the congestion degree = 3 when the number is 601 or more. It is shown that.

  Information such as the degree of congestion obtained above is stored in the congestion information database 32 as station congestion information. A configuration example of the congestion information database is shown in FIG. The congestion information database includes the station name Z71 for information identifying the station, the home number Z72 for information identifying the home, the time zone Z73 for information identifying the time zone, and the total number of trains entering the station / home. From the total number of trains Z74, the total number of trains leaving the station / home, Z75, the total number of trains leaving the station / home, the number of trains entering the station / home Z76, from the station / home One record is written for each station (home) participation number Z77, which is the number of people leaving, and each station (home) residence number Z78, which is the number of staying stations / homes.

  The fifth line in Fig. 7 shows the total number of passengers in all trains entering the S4 station No. 1 platform (bound for S3) at the time of 2012/1/10 10: 20-10: 30. 1900, the total number of passengers in all trains leaving from the station is 1,400, the number of people flowing into S4 station No. 1 platform is 400, the number of people flowing out of S4 station No. 1 platform is 100 people Therefore, the number of people staying at S4 station No. 1 platform is 800, and the congestion level is 3.

  Next, the flow of processing for displaying the operation information and the alternative route information on the monitor in consideration of the degree of congestion when an operation failure occurs will be described below with reference to FIGS.

  FIG. 2b is a processing flow for performing display control of alternative route information according to the degree of congestion at the S1 station. Steps S121, 122, 123, and 124 are the same processes as in FIG.

  In step S125, station congestion information is acquired from the congestion information database 32. The station congestion information acquired here is information on all stations (S0 to S6 stations).

  Next, it is determined whether or not the degree of congestion in the acquired station congestion information is greater than or equal to an allowable value (for example, the degree of congestion is 3 or more) (step S126). Here, the fifth line in FIG. This indicates that the first platform at S4 station is not suitable as an alternative route because it is very crowded between 10:20 and 10:30 on 2012/1/10. In step S127, the screen is generated except for the alternative route (R2 route) passing through the S4 station having the congestion degree of 3. By not displaying the R2 route, you can avoid congested situations when transferring trains at transfer stations, transferring to other routes, or transferring to routes of other companies.

  In step S125, in this embodiment, the station congestion information of all stations is acquired. However, the present invention is not limited to this. For example, the congestion information of transfer stations and start stations is acquired, or transfer stations. It is good also as acquiring the congestion information of either the starting station.

  In step S126, in the present embodiment, the alternative route having the congestion level equal to or higher than the predetermined value is not displayed, but the present invention is not limited to this display method. For example, it is possible to display the alternative route by lowering the display priority of the alternative route equal to or higher than a specified value, or by additionally displaying information indicating the congestion degree of each alternative route. In addition, if the congestion level of all the alternative routes is greater than the specified value, it is possible to display all the alternative routes and display them with priority from the one with the smallest congestion level. Then, an alternative route other than the larger one may be displayed. In addition, in the alternative route where the congestion level is equal to or less than the specified value, the display priority may be set according to the default display priority, or the display priority may be determined in consideration of the congestion level, The display priority may be determined by weighting in consideration of both.

  FIG. 9 is an example of a screen in which congestion information is displayed superimposed on operation information and alternative route information. When the display control 12 receives the operation information and congestion information (FIG. 7) of each station from the operation information / congestion information distribution unit 33, the display control 12 corresponds to the via route start station and via route end station of the alternative route information shown in FIG. Congestion information (FIG. 7) is extracted, and the corresponding station is marked in FIG. 9 according to the value of the congestion level Z69 in the extracted congestion information. In addition, you may display a thing with congestion degree Z69 more than a regulation value as the congestion degree in the said station of FIG. Moreover, when the time zone of the record of the extracted congestion information is within the required time of the route via the station, the congestion level may be indicated in the station in FIG. By expressing the degree of congestion as shown in FIG. 9, alternative routes are not necessarily displayed one by one as shown in FIGS. 8b and 8c, but an alternative route that can be selected by only one route map can be determined. it can.

10: Station, 11: Monitor, 12: Display control unit, 13: Alternative route information creation unit, 14: Alternative route information database, 15: Ticket gate, 16: Camera, 16a: Camera near S4 station No. 1 platform stairs, 16b: Camera near S4 station No. 2 platform stairs, 17: Number of people calculation section in station, 18: Monitor installation location information, 20: Command center, 21: Train operation diagram database, 22: Operation information database, 23: Number of people in train Calculation unit, 30: Center, 31: Congestion degree specifying unit, 32: Congestion information database, 33: Operation information / congestion information distribution unit, 40: Train, 41: Weight sensor, 42: Track circuit, 50: Other company line operation information Guidance system, 60: communication network between station 10, command station 20, and center 30, 61: communication network between command station 20, train 40, 62: between center 30 and other company line operation information guidance system 50 Communication network

Claims (4)

An alternative route information database that stores information specifying the start station of each section, information specifying the end station, and information specifying a station that includes a transfer station as route information in association with each other ,
A congestion degree determination information database that stores information that identifies each station and information that indicates the degree of congestion of each station related to transfer;
An alternative for identifying a route where the start station and the end station match as an alternative route by collating information specifying the start station and the end station of the alternative route section with the alternative route information database when an operation failure occurs A route identification part;
A congestion degree identifying unit for identifying the congestion degree of the transfer station in the identified alternative route by collating with the congestion degree determination information database;
When the degree of congestion of the specified transfer station is a specified value or more, a display control unit that preferentially displays an alternative route other than the alternative route via the transfer station;
I have a,
The congestion degree determination information database is
Stores the number of people staying at the station and the corresponding congestion level,
The congestion degree identifying unit
In addition to the difference between the number of inflows of people entering the station per unit time of each station and the number of outflows of people leaving the station per unit time, the total number of passengers in the trains of all trains entering the stations is added, and The total number of passengers in the trains of all the trains leaving from each station is specified as the number of staying people per unit time of each station, and the specified staying number is used as the congestion degree determination information database. To identify the degree of congestion
An alternative route information display device characterized by that . The alternative route information display device according to claim 1 ,
The display control unit
An alternative route information display device, characterized in that the specified congestion level is displayed on a screen together with an alternative route display. The alternative route information creation unit associates information for specifying the start station of each section, information for specifying the end station, and information for specifying a transit station including the transfer station, and stores them as route information in the alternative route information database. And steps to
A step of storing the information identifying each station and the information indicating the congestion degree of each station related to the transfer in the congestion degree determination information database by the congestion degree identifying unit;
When an operation failure occurs, the alternative route specifying unit compares the information specifying the start station and end station of the alternative route section with the alternative route information database, and finds the route where the start station and the end station match. Identifying an alternate route,
A step of identifying the congestion degree of the transfer station to the other company line in the identified alternative route by comparing with the congestion degree determination information database by the congestion degree identifying unit;
If the degree of congestion of the identified transfer station is greater than or equal to a specified value by the display control unit, a step of preferentially displaying an alternative route other than the alternative route passing through the transfer station;
I have a,
The congestion degree determination information database stores the number of people staying at the station in association with the corresponding congestion degree,
Passengers in the trains of all the trains that enter the stations according to the difference between the number of inflows of people flowing into the station per unit time of each station and the number of outflows of people leaving the station per unit time Add the total number of people, further subtract the total number of passengers in all trains leaving from each station, specify the number of people staying per unit time of each station, the specified number of people staying The alternative route information display method , wherein the congestion degree is identified by collating with the congestion degree determination information database . An alternative route information database that stores information that identifies the start station of each section, information that identifies the end station, and information that identifies a station that includes a transfer station as route information in association with each other,
A congestion degree determination information database that stores information that identifies each station and information that indicates the degree of congestion of each station related to transfer;
An alternative for identifying a route where the start station and the end station match as an alternative route by collating information specifying the start station and the end station of the alternative route section with the alternative route information database when an operation failure occurs A route identification part;
A congestion degree identifying unit for identifying the congestion degree of the transfer station in the identified alternative route by collating with the congestion degree determination information database;
When the degree of congestion of the specified transfer station is a specified value or more, a display control unit that preferentially displays an alternative route other than the alternative route via the transfer station;
To function,
The congestion degree determination information database stores the number of people staying at the station in association with the corresponding congestion degree,
Passengers in the trains of all the trains that enter the stations according to the difference between the number of inflows of people flowing into the station per unit time of each station and the number of outflows of people leaving the station per unit time Add the total number of people, further subtract the total number of passengers in all trains leaving from each station, specify the number of people staying per unit time of each station, the specified number of people staying An alternative route information display program that identifies the congestion level by collating with the congestion level determination information database .

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