JP5955580B2 - Route guidance method, route guidance device, and computer program - Google Patents

Description

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

  A service that provides users with a search for a route that satisfies the user's requirements, such as moving to a destination using public transportation in a short time, or moving to a cheaper fare, is available on the homepage and on the market. Provided by the software. In many of these services, the route from the departure point to the destination specified by the user based on the schedule of operations presented by each transportation in advance, the conditions specified by the user such as the desired arrival time and departure time, etc. It searches to satisfy | fill and it shows to a user.

  The above services are based on the assumption that public transport operates on time. However, when the user actually moves, there may be a delay due to an inability to operate on time due to an accident or congestion. In such a case, you will be able to deal with the situation by checking the operation status on the transportation homepage or mail delivery service, but even if you know the occurrence of the delay, the number of trains at that time and the destination I don't know how long it takes. For this reason, the arrival time at the destination when the route obtained from the search result is used cannot be predicted, and it may be difficult to determine whether or not the detour route should be used even when making a detour.

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

JP 2003-90733 A (paragraph 0006)

  The operation status obtained from the train information base station is officially the latest information. However, in reality, there may be a time lag with the site, or a vehicle inspection or the like with an unclear prospect of restart may occur suddenly. Therefore, it is not always useful information for a user who is on the train, especially for a user who wants to arrive at the destination early. Information that is useful to such a user is information that matches the actual operation status.

Conventionally, the route search for a detour is based on the premise that the user is outside the ticket gate of the station. For this reason, there is a problem that when a train is stopped at the station due to an operation failure, a route search for forcibly making the operation route of the train unusable is performed.
The main object of the present invention is to provide a route guidance method that solves the above-described problems and enables route guidance of a transportation system according to actual driving conditions.

In order to solve the above problems, the present invention provides a route guidance method and apparatus, and a computer program.
The route guidance method of the present invention acquires terminal displacement information representing the terminal position and its displacement from a portable terminal possessed by a user who is on the train, train, or bus. In addition, the operation information is acquired from a database in which operation information including schedule information of transportation facilities and arrangement information of nodes at which each transportation arrives or departs is recorded. Then, the user to identify the movement between the nodes of transport while riding, the temporary per node for each transportation identification information of the portable terminal by collating the said operation information and said terminal displacement information Based on the first terminal displacement information from the mobile terminal that recorded the identification information, when the terminal displacement information represents the departure from any node, to the node When the state flag is expressed, the stationary state flag is generated while avoiding the redundant generation of the state flag by the terminal displacement information having the same content for each node. Based on these generated state flags, the required actual time required for traveling between the nodes of the transportation facility on which the user carrying the mobile terminal that transmitted the terminal displacement information is boarded is calculated, and the required actual time and the required time in the diagram information are calculated. A time difference is calculated, and a delay check array representing a delay time for each node of each transportation facility is recorded in a volatile memory based on the difference. The delay time recorded in the delay check array and the diagram information By generating a diagram change information representing a change from the diagram information after that time, it is generated for each node where the changed transportation actually arrives or departs, and the generated diagram change information can be updated. It is recorded in a predetermined memory. When a route search request is received from the mobile terminal, a route search is performed based on the operation information and the latest diagram change information according to the route search request, and an execution result is provided to the mobile terminal.

The route guidance device of the present invention is a route guidance device that reflects the actual operation status of a transportation facility having the following configuration.
(1) Communication control means for communicating with one or more portable terminals that transmit terminal displacement information representing the terminal position and displacement information thereof,
(2) Information access means for accessing a database in which operation information including schedule information of at least one type of transportation such as trains, trains and buses and arrangement information of nodes at which each transportation arrives or departs is recorded;
(3) time acquisition means for acquiring the current time;
(4) The terminal displacement information is acquired from the portable terminal possessed by a user who is on the transportation, and the operation information is acquired from the database, and the acquired terminal displacement information is compared with the operation information. By identifying the movement between the nodes of the transportation facility on which the user is on board, the diagram change information indicating the change from the diagram information after that time is actually received by the transportation facility where the change has occurred or A change information management means for generating each time the node has departed and recording the generated diagram change information in a predetermined memory in an updatable manner;
(5) Route search means for executing a route search based on the operation information and the latest diagram change information in response to a route search request from the portable terminal and providing the execution result to the portable terminal.
(6) The change information management means displays a departure state flag when the acquired terminal displacement information indicates departure from any node, and a stopped state flag when arrival at the node is indicated. The required actual time required for traveling between the nodes of the transportation facility on which the user carrying the mobile terminal that transmitted the terminal displacement information is boarded by the generated state flag for each node is calculated. The difference between the time and the required time in the diagram information is calculated, and based on this difference, a delay check array representing the delay time for each node of each transportation facility is recorded in the volatile memory, and is recorded in this delay check array. The diagram change information is generated by comparing the delay time with the diagram information, and the identification information of the mobile terminal is temporarily stored for each node of each transportation facility. Recorded in, by generating the state flag based on the first of the terminal displacement information from the mobile terminal recording the identification information, to avoid duplication generation of said condition flag by the terminal displacement information of the same content.

  The computer program of the present invention is a computer-readable program for causing a computer to operate as a route guidance device reflecting the actual train operation state, and the computer is as described in (1) to (5) above. It is to function.

  According to the present invention, the diagram change information after the time (the time at which each information is acquired) based on the terminal displacement information acquired from the mobile terminal possessed by the user who is in transit and the operation information acquired from the database. Can be generated for each node where the changed transportation actually arrives or departs. This makes it possible to perform route searches based on operation information and the latest timetable change information in response to route search requests from mobile terminals, so use a detour route in the event of an accident, etc. It is possible to achieve a special effect that it is easy to determine whether or not it is better to do this.

The schematic diagram of the route guidance system of this embodiment. The example figure of the state transition of the acceleration of the train observed in the train stop position of a station. 3 (a) is a state transition diagram at an intermediate stop station, FIG. 3 (b) is a state transition diagram at the first station, FIG. 3 (c) is a state transition diagram at a terminal station, and FIG. 3 (d) is a transit station. State transition diagram. The whole block diagram of a route search server. The procedure figure of the update process of an operation condition. The procedure figure of the update process of an operation condition. The illustration of operation status DB. The procedure figure of a delay detection process. FIG. 4 is an exemplary diagram of a delay check array. FIG. 4 is an exemplary diagram of a delay check array. FIG. 4 is an exemplary diagram of a delay check array. FIG. 4 is an exemplary diagram of a delay detection history DB. The procedure figure of an arrival time prediction process. The procedure figure of the update process of the operation condition which does not use an acceleration. The procedure figure of the update process of the operation condition which does not use an acceleration. 1 is a schematic diagram of a route guidance system that does not use acceleration. FIG. 4 is an exemplary diagram of a delay check array. FIG. 4 is an exemplary diagram of a delay check array.

  Hereinafter, an example of an embodiment in the case where the present invention is applied to a network type route guidance system reflecting an actual operation state of a train which is an example of transportation will be described. The transportation node is “station”.

<Overview>
An outline of the route guidance system according to this embodiment is shown in FIG. FIG. 1 shows a train that leaves from station A, arrives at station B, and stops. The acceleration of this train is positive (acceleration) when leaving A station, and the acceleration is negative (deceleration) when arriving at B station. There is no change in acceleration while stopped. In this embodiment, it is assumed that a user on the train has a portable terminal 50 that can transmit terminal position information representing the current position together with the acceleration at the current position and the terminal ID. Based on information acquired from the portable terminal 50, arrival, stop, departure and other movements of the train on which the user is boarding are detected.

The mobile terminal 50 is a mobile phone, a smart phone, a tablet, or the like having a data processing function, and includes a terminal position specifying function using an access point of GPS (Global Positioning System) or WiFi (Wireless Fidelity), and acceleration using an acceleration sensor. This is a computer device having a detection function and a communication control function between the route search server 10.
As the terminal position specifying function and the acceleration detecting function, known functions provided by the manufacturer of the portable terminal 50 or the communication environment provider can be used. Although it is not always necessary to do so, in the present embodiment, these functions can be operated as a so-called “resident application”, and the route search server 10 is configured such that the terminal position and the acceleration are set together with the terminal ID at regular time intervals. Set to send to. The communication control function is a known function.

When the route search server 10 obtains a positive acceleration (acceleration) from the user's portable terminal 50, the route search server 10 recognizes that the train has left the station, and the negative acceleration (deceleration) together with the terminal position transmitted thereafter. ), It recognizes that the train is arriving at the station. When there is no change in acceleration, it is recognized that the train is stopped at the station. Then, based on the recognition result, the terminal position and the operation information, a status flag indicating arrival waiting, stopping, and departure is generated for each station, and these state flags, in particular, the arrival waiting state flag and the departure completed On the basis of the state flag, the operation information, and the current time, it is possible to specify which station the train departs from, passes through, arrives at, or stops at. This process is repeated for all stations on the route with which the train is involved, and the processing results are recorded, so that the train is tracked, and changes in the schedule information of the train, for example, the operation status such as delay time and operation delays are grasped. can do.
The route search server 10 provides each user with route guidance reflecting the latest operation status grasped in this way and a route search service based on the route guidance.

  FIG. 2 shows changes in the acceleration state of the train observed at the train stop position of the station. Usually, the vehicle first decelerates and arrives at the station, stops at the station for a while, then accelerates and departs. However, there is no deceleration part at the first station, and no acceleration part at the final station. At the passing station, the acceleration is almost constant and the acceleration is almost zero. In order to capture changes in acceleration / deceleration continuously, the time interval for acquiring acceleration (t seconds in FIG. 2) may be shortened.

FIG. 3 is a diagram illustrating train state transitions grasped by the route search server 10. In the figure, “0” represents an arrival waiting state, “1” represents a stoppage, and “2” represents a state flag that has already departed.
Fig.3 (a) is a state transition diagram in a stop station. The route search server 10 recognizes that the train stops at the stop station by receiving a negative acceleration when waiting for arrival at the stop station. Then, it recognizes that the train has departed by receiving positive acceleration.
FIG. 3B is a state transition diagram at the first station. The route search server 10 recognizes that the train has departed by receiving a positive acceleration when waiting for arrival at the first station.
FIG. 3C is a state transition diagram at the terminal station. The route search server 10 recognizes that the train has stopped at the terminal station by receiving a negative acceleration when waiting for arrival at the terminal station. In spite of stopping, at the terminal station, the status flag is set to “2” instead of “1”. It is unclear whether “1” leaves after stopping. This is because it is treated as being completed.
FIG. 3D is a state transition diagram at the passing station. The route search server 10 receives that the acceleration is 0 at the passing station and recognizes that the train has passed the station.

<Route search server>
Next, the configuration of the route search server 10 will be described. FIG. 4 is an overall configuration diagram of the route search server 10 and shows characteristic functional parts.
The route search server 10 includes, as hardware, a server body connected to a digital network N such as the Internet and an external storage device. Then, the server main body executes the computer program of the present invention stored in the external storage device, so that the station information DB (DB is an abbreviation of database, hereinafter the same) 131, the operation information DB 132, the train stop is stored in the external storage device. The position DB 133, the boarding user DB 134, the operation status DB 135, and the delay detection history DB 136 are constructed, and the server body is caused to function as the data communication interface 100, the route search tool 110, and the operation status management unit 120.

In the station information DB 131, information on the station of transportation, for example, the location (latitude / longitude, etc.), entrance / exit of a station entrance / exit (north exit, south exit, exit A, exit B, etc .: “station entrance”, hereinafter simply referred to as an entrance) Data such as ticket gates connected to, homes reachable from ticket gates, communication paths between homes, usage restriction conditions, and the like are accumulated.
The operation information DB 132 stores operation information for route search, for example, schedule information (including route and timetable), and a map around the station as necessary.

  The train stop position DB 133 is linked to the above station information, and the stop number and the train stop position are recorded for each stop station. The station is identified by “station ID”, and the stop number (or home) is identified by “number ID”. The train stop position is represented by the latitude, longitude, and altitude of the corners (upper right, lower right, upper left, lower left) of a rectangular area (train area) set on the track.

  The boarding user DB 134 is a volatile memory, and the route search server 10 temporarily stores information on the train on which the user who transmitted the terminal position and acceleration is on board and the portable terminal 50 owned by the user. In other words, as will be described later, the information of the portable terminal 50 is recorded to avoid being duplicated when the status flag is generated, and is deleted when it is no longer necessary to record the information. Is done. The train on which the user gets is identified by “train ID”, and the portable terminal 50 is identified by “terminal ID”.

In the operation status DB 135, change information from the schedule information is recorded such as whether each train is delayed for each route, how much the train is delayed, and whether the train is delayed. Specifically, the operation status management unit 120 (operation status update unit 121), which will be described later, in addition to the above-described station line and train, a route that identifies the route to which each train belongs, a direction that represents the traveling direction of the train, The stop station, passing station, the scheduled departure time of the train at each stop station, the actual departure time when the train actually departed from each stop station, the state of the train at each station and line, and the delay time are recorded, Updated from time to time.
Numbers are identified by “number ID”, trains by “train ID”, and routes by “route ID”. The direction is identified by, for example, “10” for the up train, “11” for the down train, “12” for the inner circumference, and “13” for the outer circumference. However, it may be an alphanumeric character / character / symbol other than a numerical value. The stop station is identified by “stop station ID”, and the passing station is identified by “passing station ID”. The scheduled departure time is stored on the diagram, and the actual departure time is stored as the actual departure time. In the case of the terminal station, the scheduled departure time is read as the estimated arrival time, and the actual departure time is read as the actual arrival time.

  The state of the train is the state flag described above, that is, the state flag “0” indicating waiting for arrival, the state flag “1” indicating stoppage, and the state flag “2” indicating departure. The initial value of the status flag is “0”. Note that the status flag may be identified not by a numerical value but by an alphanumeric character, a character, or a symbol as long as the server body can distinguish them.

When the status flag is “2”, that is, when the train has already departed, the delay time is represented by a numerical value (minute) indicating how much the actual departure time is delayed from the scheduled departure time of the train.
The delay time in the case of the first station is, for example, [(actual departure time of train) − (actual departure time of previous train) − {(scheduled departure time of train) − (scheduled departure time of previous train) Time)}]. The delay time in the case of a station other than the starting station is, for example, [(actual departure time of the stop station) − (actual departure time of the previous stop station) − {(scheduled departure time of the stop station) − ( The estimated departure time of the previous stop station)}].

In the delay detection history DB 136, a route, direction, registration time, delay time, delay time between stations, and a train operation status flag are recorded. The target route is identified by “route ID”, and the direction is identified by a numerical value indicating the traveling direction of the train. The registration time is the time when the delay time is registered, the delay time is the delay time calculated at the stop station where the delay first occurred, and the delay time between the stations is a calculated value of the delay of the required time between the stations.
For example, “0” is recorded as a train operation status flag, “1” is recorded when there is a delay, “2” is recorded when there is a delay, and “2” is recorded when the operation is stopped. Note that these status flags are referred to when creating corresponding messages toward the mobile terminal 50, and thus are recognized separately from status flags such as waiting for arrival. Of course, it may be replaced with other numerical values, or may be alphanumeric characters, characters, or symbols.

  The portable terminal 50 can directly connect to the digital network N with data communication and data processing functions. In the present embodiment, in addition to the information for route search from the mobile terminal 50, the terminal position and the acceleration are transmitted at regular time intervals.

The functions formed in the server body will be described more specifically.
The data communication interface 100 enables bidirectional communication with the portable terminal 50 and provides a hierarchical page screen to the accessed portable terminal 50. This hierarchy page screen is for performing current service status guidance and route search Web services. By specifying the guidance screen and route search conditions precisely between the system and the user, An environment for guiding schedule change information and performing route search is provided to the user. The route search result can also be displayed on this page screen.
The “diamond change information” in the present embodiment is general information indicating that the schedule information is changed from the original schedule information recorded in the operation information DB 132, for example, estimated arrival time, scheduled departure time, and required time between stations. This refers to the fact of delay occurrence and delay time, or the fact of delays in operation, etc.

  The route search tool 110 includes a search condition reception unit 111, a condition generation unit 112, and a route search engine 113. The search condition reception unit 111 receives a route search condition including a departure place, a destination, and a use time (current time when there is no specification). About at least one of the starting point and the destination, what is directly input (designated) by the user may be specified as it is as the route search condition, or may be specified by presenting and selecting a pre-registered one. Also good. The condition generation unit 112 generates a departure point condition from the departure point and a destination condition from the destination point, and adds use restriction information on entrances and gates as necessary.

  The route search engine 113 sequentially links each node (station, etc.) from the departure point to the destination according to the route search condition and the condition generated by the condition generation unit 112 (may be omitted). By repeating, one or a plurality of route candidates are searched, and the best route candidate that satisfies the route search condition is determined.

The route search engine 113 is also equipped with a known inference engine, and when it is found that the required time becomes an unrealistic route during the route search, that is, in the process of pasting the link to each node, for example, If the threshold value is larger than the threshold value stored in advance in the memory, the search for the next node and subsequent nodes for the route candidate is stopped at that time. The route search engine 113 also calculates the total travel cost from the departure point to the destination for each of a plurality of route candidates, for example, the total required time from the viewpoint of considering the time as the travel cost. Sort multiple routes in ascending order of required time. If there is an entrance or a ticket gate whose use is restricted in the route, the route candidate is specified after excluding the route.
The basic function portion of the route search engine 113 can use route search software “Electric Spatial” (registered trademark) provided by the present applicant.

  The operation status management unit 120 mainly functions as a means for managing operation information recorded in the operation information DB 132, particularly change information from the diamond information. That is, by comparing the terminal displacement information and the operation information, the user identifies the movement between the stations of the train being boarded, and thus the above-described diagram change information is used to indicate that the train in which the change has actually arrived or departed. It is generated for each station, and the generated diagram change information is recorded in the above-described riding user DB 134, operation status DB 135, and delay detection history DB 136 in an updatable manner.

  More specifically, the operation status management unit 120 realizes the functions of an operation status update unit 121, a delay detection unit 122, an operation status guide unit 123, an arrival time prediction unit 124, and a non-passage line setting unit 125, and further, a route search server. A function of acquiring the current time from a time acquisition unit (not shown) in 10 is also realized.

The operation status update unit 121 identifies the current stop station of the train from the terminal displacement information (terminal position, acceleration) acquired from the portable terminal 50 and the operation information (particularly, diagram information) acquired from the operation information DB 132. As described above, when the train departs from the stop station, the state flag “2” is generated for the stop station when the train is stopped, and the generated state flag is generated for each station in the operation status DB 135. To record updatable.
When the operation status update unit 121 generates the state flag, as described above, the operation status update unit 121 temporarily records the terminal ID in the boarding user DB 134 for each station, and does not need to record the station at the terminal. Delete the ID. Thereby, a status flag is generated based on the first information from the portable terminal 50 that has recorded the terminal ID, and the redundant generation of the status flag due to the same content information is avoided.

The delay detection unit 122 accesses the operation information DB 132 and the operation status DB 135 at predetermined time intervals (for example, every 5 minutes) to detect trains and routes that actually cause delays or operation delays. Train ID, stop stations on the horizontal axis, and a delay matrix array in which a delay time (actual delay time or provisional delay time) is arranged at a cell at the intersection of the vertical axis and the horizontal axis. It is recorded in the delay detection history DB 136 in an updatable manner. An example of the delay matrix arrangement will be described later.
Since the delay time is determined for the station where the train has already departed, the delay detection unit 122 stores the delay time recorded in the operation status DB 135 in the corresponding cell of the delay matrix array. On the other hand, for a station waiting for or arriving at a train, it is not yet determined when the train departs from that station, and the delay time (actual departure time of the station−actual departure time of the previous station) is not fixed. Therefore, the delay detection unit 122 calculates a time obtained by subtracting the actual departure time of the previous station from the current time as a temporary delay time, and stores this temporary delay time in a corresponding cell of the delay check array.

The operation status guide unit 123 displays the actual operation status including the delay time detected (calculated) by the delay detection unit 122, specifically the contents of the delay check array recorded in the delay detection history DB 136, etc. To guide. For example, for a station with a delay time less than the standard value, it is “normal”, for a station that operates without stopping at the station where the delay time exceeds the standard value and the first delay occurred. For a station that is “delayed”, a delay time that is equal to or greater than the reference value, and that does not operate after the first delayed station, the guide information indicating “stop driving” is generated. To selectively provide.
When providing operation information indicating “operation stop”, the operation status guide unit 123 guides the accumulated delay time at the station as “operation stop time”.

The arrival time prediction unit 124 accesses the operation status DB 135 and the delay detection history DB 136 and performs a route search based on the actual operation status in cooperation with the route search engine 113.
The non-passage line setting unit 125 cooperates with the route search engine 113 to search for a detour route that avoids the line for the operation suspension. The arrival time prediction unit 124 and the non-passage line setting unit 125 may be included in the route search engine 113.

<Operational form>
Next, an operation mode example of the route search server 10 will be described.
As a premise, one or more users on the train each have the portable terminal 50, and the portable terminal 50 is connected to the terminal together with the terminal ID via the digital network N and the data communication interface 100. It is assumed that the displacement information is automatically transmitted to the route search server 10 periodically.

[Management of diagram change information]
The operation status management unit 120 updates the operation status of the train on which each user is boarded, in particular, change information from the diamond information recorded in the operation information DB 132, based on the terminal displacement information. 5 and 6 are explanatory diagrams of procedures for updating the operation status (diamond change information). In the following description, “S” represents a processing step.
Referring to FIG. 5, when the operation status management unit 120 acquires terminal displacement information (terminal position and acceleration) from the mobile terminal 50 (S101), the train stop position is set to the station where the mobile terminal 50 exists and its number line. It identifies by accessing DB133 (S102).

  When the acceleration included in the acquired terminal displacement information is negative (S103: Y), the operation status update unit 121 checks whether or not the terminal ID of the mobile terminal 50 that is the transmission source is registered in the passenger user DB 134 ( S104). If not registered, the process is terminated as it is (S104: N). If the terminal ID is registered, the operation information DB 132 and the boarding user DB 134 are accessed, the user specifies the train on board, and whether or not the station and line specified in S102 are the terminal station of this train. Is confirmed based on the diamond information (S104: Y, S105). If it is not the terminal station, the status flag of the train station and line is set to “1” (stopped) (S105: N, S106). If the station identified in S102 is the terminal station, the status flag of this train station and line is set to “2” (departed), and the actual arrival time and delay time are recorded in the operation status DB 135 or the like (S105). : Y, S107). After updating the operation status in this way, the operation status update unit 121 deletes the terminal IDs of all users who get on this train from the ride user DB 134 and ends the processing (S108).

  If the acceleration is not negative in S103, the operation status update unit 121 checks whether the acceleration is positive or zero (S109). When the acceleration is positive (S109: Y), it is confirmed whether or not the terminal ID of the caller is registered in the riding user DB 134. If registered, the process ends (S110: Y). If the terminal ID is not registered in the boarding user DB 134, it is confirmed by referring to the operation status DB 135 whether or not there is a train with a status flag of “1” (stopped) at the station and line of S102. (S110: N, S111)

  When there is a train whose status flag is “1” at the station and line identified in S102, the operation status update unit 121 sets the status flag of the operation status DB 135 at the station and line identified in S102 of the train to “2” ( Set to “Departed” and record the actual departure time and the delay time at that time (S111: Y, S112). Delay time is [(actual departure time of the station) − (actual departure time of the previous station) − {(scheduled departure time of the station) − (scheduled departure time of the previous station)}] Calculated by the formula. Further, the terminal ID of the transmission source is registered in the boarding user DB 134 as possessed by the user who is on the train, and the process is terminated (S113).

  If there is no train with a status flag of “1” (stopped) at the station and line of S102, the operation status update unit 121 sets the status flag to “0” (arrival) among the trains leaving the station and line of S102. The train with the earliest scheduled departure time is identified by accessing the operation status DB 135 (S111: N, S114). Thereafter, the status flag of the operation status DB 135 in the station and line identified in S102 of the train identified in S114 is set to “2” (departed), and the actual departure time and the delay time at that time are recorded (S115). The delay time is expressed by the following formula: [(actual departure time of train) − (actual departure time of previous train) − {(scheduled departure time of train) − (scheduled departure time of previous train)}]. calculate. Furthermore, the operation status update unit 121 registers the terminal ID received in S101 in the boarding user DB 134 as possessed by the user boarding the train, and ends the process (S116).

  If the acceleration is not positive in S109, that is, if the acceleration is 0, the operation status update unit 121 checks whether or not the terminal ID received in S101 is registered in the riding user DB 134 (S109: N, S117). If it is registered, the station and line status flag of S102 of the train specified from the boarding user DB 134 in S117 is set to “2” (departed), and the delay time is calculated as described above. This is recorded in the operation status DB 135 together with the departure time, and the process is terminated (S118).

  FIG. 7 is an exemplary diagram of the operation status DB 135 updated in this way. In this example, the above processing is performed by taking the case where the train going down the Chuo Line departs from Line 1 of Tokyo Station (the first station), arrives at Line 6 of Kanda Station, and then actually departs from Kanda Station. I will explain it.

  In the example of FIG. 7, the terminal position acquired in S101 corresponds to the first line of Tokyo Station. Since the acceleration is positive, the process of S114 is performed. Among the trains departing from line 1 of Tokyo Station, the train 935T in the train ID column has the earliest scheduled departure time with the status flag “0” (waiting for arrival). Therefore, the status flag at the Tokyo station of the train 935T becomes “2” (departed) by S115. Moreover, in order to grasp | ascertain that the user who transmitted the terminal position has boarded the train 935T, train ID and terminal ID are recorded on boarding user DB134 by S116. Since the terminal position is acquired at regular intervals, there is a possibility that the terminal position of the first line of Tokyo Station will be acquired again from the same user as before, but in this case, S110 is Y and is ignored.

When the train 935T arrives at line 6 of Kanda Station, S103 and S104 are Y, and S105 is N, so that the status flag of Kanda Station of the train 935T is set to “1” (stopped) in S106. After that, since the terminal ID recorded in S116 is deleted from the boarding user DB 134 by S108, even if the terminal position of line 6 of Kanda Station is acquired again from the same user immediately after that, S104 becomes N and is ignored. Similarly, when the train 935T is stopped at Kanda Station, S103, S109, and S117 are N, and thus are ignored.
When the train 935T leaves Kanda Station, S111 is Y, so the status flag of Kanda Station of the train 935T is set to “2” (Departed) in S112. Moreover, terminal ID of the user who left Kanda Station is recorded on boarding user DB134 by S113.

  Suppose that this train was the “Central Special” on the Chuo Line. In this case, after the terminal ID of the user who boarded at Nakano Station is recorded in the boarding user DB 134, S117 becomes Y when passing through Koenji Station at a constant speed, and S118 sets the status flag of Koenji Station of this train. “2” (Departed).

[Delay detection]
Next, the delay detection process in the delay detection unit 122 will be described in more detail. An example of the procedure of this process is shown in FIG.
The delay detection unit 122 obtains trains whose destination station status flag is “0” (waiting for arrival) and the scheduled departure time of the first station is earlier than the current time, in the order from the first scheduled departure time of the first station (S201). . Thereafter, a delay check array is formed for the train acquired in S201 (S202). Examples of the delay check array are shown in FIG. 9, FIG. 10, and FIG. FIG. 9 shows an example when the operation is suspended, FIG. 10 shows an example immediately after the resumption of operation, and FIG. These delay check arrays indicate the delay time for each stop station of each train. In this way, the trains whose operation status is to be monitored, that is, the trains that have not yet arrived at the final station and should have left the first station (the scheduled departure time is before the current time) are shown on the vertical axis. The arrangement with the horizontal axis of the stop stations is the delay check arrangement.

  The delay detection unit 122 is supposed to have already departed from the station when the current time is past the scheduled departure time for a stop station having a delay time of “NULL” (no value) in the delay check array. If the vehicle has not actually departed (waiting for arrival or stopping), the current delay time is recorded as a provisional delay time (S203: Y, S204). Thereafter, the delay detection unit 122 confirms whether there is a reference value having a predetermined delay time in the delay check array, for example, a train having one minute or longer. If not, the state of “normal” is recorded in the delay detection history DB 136 and the process is terminated (S205: N, S206).

When there is a train having a delay time of 1 minute or longer, the delay detection unit 122 obtains the maximum value of the delay time of the first delay generation station of each train from the delay check array (S205: Y, S207). Thereafter, in each train in the delay check array, it is determined whether or not the status flag of the stop station after the first delay occurrence station is “0” (waiting for arrival) (S208). When the status flag is not “0”, the delay detection unit 122 obtains the maximum value of the delay time at the stop station after the first delay occurrence station of each train from the delay check array (S208: N, S209).
Thereafter, the fact that a delay is occurring is recorded in the delay detection history DB 136, and the process is terminated (S210). When the status flag is “0” (waiting for arrival), the delay detection unit 122 records that the operation is postponed in the delay detection history DB 136 and ends the process (S208: Y, S211). FIG. 12 is an exemplary diagram of the delay detection history DB 136.

  The delay check arrangement in FIG. 9 is a state in which driving is postponed at all stop stations from A station to F station. The operation postponement time is accumulated sequentially. Therefore, as the operation stoppage time becomes longer, the number of trains such as the train R006 and the train R007 that cannot leave the starting station increases. In the example of FIG. 9, since each train has not operated to the next stop station after the occurrence of a delay, S208 becomes Y, and the state of “paying for driving” is recorded in the delay detection history DB 136. At this time, the user is informed of 15 minutes, which is the maximum value of the delay time obtained in S207, as the driving stoppage time.

  When the operation resumes, the delay check array changes as shown in FIGS. When the schedule is disturbed, the user wants to know the number of trains at that time and the required time between stations (that is, how many minutes will arrive at the station where they are). Therefore, the delay of the required time between stations is calculated by S209, and this is guided to a user. The required time to be calculated is referred to as “required real time” in order to distinguish it from the required time in the diagram information. In the example of FIG. 10, the delay of the required real time is 1 minute at the maximum. As a result, the user is informed that the station has departed with a delay of 1 minute from normal.

[Arrival time prediction]
Guidance to the user starts when the user first requests a route search and obtains a search result by conventional processing. The user selects a route to be used from the search result. If there is a delay in the route, the route based on the actual operation status derived from the arrival time prediction is guided. In the case of a set-up for driving, a detour route avoiding a non-passage line is guided.
FIG. 13 is a processing procedure diagram of such processing. This process is centered on the arrival time prediction unit 124 and the route search engine 113.

  The arrival time prediction unit 124 identifies the train a that lastly departed from the use start station of the route where the delay has occurred from the operation status DB 135 (S301), and next to the specified train a, this use start The train b scheduled to leave the station is specified (S302). The arrival time prediction unit 124 identifies the station c from which the train b identified in S302 last departed (S303), and calculates the required time d from the station c identified in S303 of the train a identified in S301 to the use start station. Calculate (S304). Then, the calculated required time d is added to the time when the train b specified in S302 departs from the station c specified in S303 to calculate a new time e (S305).

  Next, the arrival time prediction unit 124 identifies the train f that lastly departed from the use end station on the route where the delay occurred (S306), and determines the required time g from the use start station to the use end station of the specified train f. Calculate (S307). The arrival time prediction unit 124 calculates the new time h by adding the calculated required time g to the time e generated in S305 (S308). The route search engine 113 uses the time h calculated in S308 as the departure time in the route search, and re-searches the route from the use end station (S309).

  The arrival time prediction unit 124 replaces the departure time of the use start station with the time e calculated in S305, and replaces the arrival time of the use end station with the time h calculated in S308 (S310). Further, the route from the use end station is replaced with the route i searched in S309 (S311). The arrival time predicting unit 124 guides the combination of the departure time and arrival time in S310 and the route and the route i in S311 as a route considering the actual operation status (S312).

The above process will be described with a specific example.
Assume that the diagram information is disturbed as shown in FIG. In other words, train R007 forgoes driving for 55 minutes at station B, and then it takes 2 minutes longer than usual from station B to station C. Furthermore, it takes 1 minute from station C to station D at this time. However, since it has not yet arrived at D station, it is undecided whether further delay will occur. When the time required for the user to use this route from D station to F station is calculated, it is as follows. However, at station D, train R006 has already departed, and the next train that arrives at station D is train R007.

  First, the time waiting for the arrival of the train R007 at station D is calculated. Train R006, which departs from station D just before train R007, takes an extra 3 minutes from the departure from station C until it departs from station D. Therefore, if the above excess time (3 minutes) is added to the required time from station C to station D at the time when train R007 leaves station C, the estimated time for train R007 to arrive at station D is as follows. I understand.

  Next, the required time from station D to station F is calculated. The last departure from station F at this time is train R005. Train R005 takes 5 minutes (= 3 minutes + 2 minutes) more than usual from departure from station D to departure from station F. Therefore, if this excess time is added to the required time from station D to station F during normal times, the estimated time of arrival at station F can be determined.

  In this way, it is possible to guide the user about the waiting time of the train based on the actual operation status and the estimated arrival time at the destination.

[Example of not using acceleration]
In the above description, it is assumed that the user on the train has the mobile terminal 50 having the acceleration sensor. This is focused on the fact that in recent years there are many mobile terminals 50 equipped with acceleration sensors, but even if the mobile terminal 50 is not equipped with an acceleration sensor, it transmits information that indicates the terminal position and its displacement. If possible, the present invention can be implemented. For example, information corresponding to acceleration can be derived by calculation from the direction and magnitude of the change in the terminal position, or information related to the displacement of the terminal position can be derived without using the acceleration itself. .

For example, FIGS. 14 and 15 show an embodiment in which acceleration is not used. The execution interval is t seconds in FIG. 2 as in the case of using acceleration. When using the acceleration, the terminal position transmitted from outside the range of the train stop position is ignored, but when not using the acceleration, the terminal position transmitted from the position immediately after departure is processed as shown in FIG. And The “position immediately after departure” refers to a region in contact with the traveling direction side of the train stop position, and has, for example, the same area as the train stop position.
As with the train stop position, the latitude, longitude, and altitude at the four corners are recorded in the train stop position DB 133 at the position immediately after departure.

When acceleration is not used, the terminal position received from the portable terminal 50 is classified into a train stop position, a position immediately after departure, and others. When the terminal position received from the mobile terminal 50 corresponds to the train stop position of any station / line or the position immediately after departure, the station position / line (referred to as N station K line) is shown in FIG. Execute the process.
After receiving the terminal position from the portable terminal 50 present at the train stop position, if the terminal position from the position immediately after departure cannot be received, the arrival of the train is indicated. In this case, the process of FIG. 14 is executed. Further, when the terminal position from the position immediately after departure is received, it represents the departure of the train, so the processing of FIG. 15 is executed regardless of whether or not the terminal position has been received from the train stop position. If the terminal position cannot be received from either the train stop position or the position immediately after departure, neither process is executed.

Processing upon arrival of the train will be described with reference to FIG.
When the terminal position is received from the portable terminal 50, the operation status update unit 121 checks whether or not the terminal ID of the portable terminal 50 is recorded in the passenger user DB 134 (S401). If not recorded, the process is terminated as it is (S401: N). If recorded, the operation status update unit 121 determines whether the station (N station) represented by the terminal position is the terminal station of the train on which the user is riding, the operation information DB 132, the train stop position DB 133, and It confirms by boarding user DB134 (S401: Y, S402). When it is not the terminal station, the operation status update unit 121 sets the status flag of the N station of the train in the operation status DB 135 to “1” (stopped) (S402: N, S403). In the case of the terminal station, the status flag of the N station of the train in the operation status DB 135 is set to “2” (departed), and the actual arrival time and delay time are recorded (S402: Y, S404).
After updating the operation status DB 135, the operation status update unit 121 deletes the terminal IDs of all users who get on the train from the ride user DB 134 (S405).

Next, the process at the time of train departure will be described with reference to FIG.
When the terminal position is received from the portable terminal 50, the operation status update unit 121 checks whether or not the terminal ID of the portable terminal 50 is recorded in the riding user DB 134 (S501). If it is recorded, the process is finished as it is (S501: Y). If not recorded, the operation status update unit 121 checks the operation status DB 135 for the presence or absence of a train whose status flag is “1” (stopped) at the station line (N station K line) represented by the terminal position. (S501: N, S502). When there is a train stopped at N station K line, the operation status update unit 121 sets the status flag of the N station of the train in the operation status DB 135 to “2” (departed), and sets the actual departure time and delay time. Recording is performed (S502: Y, S503).
After the status flag of the N station is changed, the operation status update unit 121 records the terminal ID transmitted from the train stop position of the N station K line and the position immediately after departure in the ride user DB 134 as the ride user of the train (S504). ).

  When there is no train stopped at N station K line, the operation status update unit 121 selects a train having a state of “0” (waiting for arrival) and the earliest scheduled departure time from among the trains departing from the N station K line. It confirms by operation status DB135 (S502: N, S505). The operation status update unit 121 sets the status flag of the N station of the confirmed train to “2” (departed) and records the actual departure time and delay time (S506). Thereafter, the operation status update unit 121 records the terminal ID transmitted from the train stop position of the N station K line and the position immediately after departure in the boarding user DB 134 as the boarding user of the train (S507).

  When the terminal positions transmitted from each user are classified in the example of FIG. 16, the process of FIG. 14 is executed at the station A (train arrives), and the process of FIG. 15 is executed at the station B (train departs). It is only the user 2 who is in the head vehicle that is detected from the train stop position immediately after the train arrives at the A station. Therefore, only the terminal ID of the user 2 corresponds to the “source terminal ID of the terminal position” in S401, and does not correspond to the terminal ID of the user 1. However, in S405, the terminal IDs of all users who get on the train are deleted from the boarding user DB. Thereby, even if the terminal positions are transmitted from both the user 1 and the user 2 after t seconds, S401 becomes N, and the arrival of the same train is not detected redundantly.

  Only the user 6 in the head vehicle is detected from the position immediately after the departure immediately after the train departs from the B station. Therefore, only the terminal ID of the user 6 corresponds to the “transmission source terminal ID of the terminal position” in S501, and does not correspond to the terminal ID of the user 5. However, in S504 and S507, the terminal ID transmitted from both the position immediately after departure and the train stop position is recorded in the ride user DB. Thereby, even if the terminal position is transmitted from both the user 5 and the user 6 after t seconds, S501 becomes Y, and the departure of the same train is not detected redundantly.

[When connecting to other transportation]
In some cases, direct operation is possible on the subway and private railways. In this case, for example, when the operation is canceled on the subway, the direct operation to the private railway is stopped. Therefore, the number of private railways will be reduced by direct operation. In such a case, the delay check array is as shown in FIG. That is, while direct operation from the subway to the private railway is stopped, since only trains from the private railway station A arrive at E station, S104 in FIG. 5 becomes Y, and direct operation is performed through the ride user DB 134. The train to be stopped (train ID) can be specified. In the example of FIG. 17, at station E, the train R004 is waiting for 23 minutes and the train R009 is waiting for 7 minutes (the delay time increases thereafter).
If an item indicating whether the train is a direct operation is added to the operation status DB 135 and a train with a delay time of t minutes or more is detected in S205 of FIG. 8, if it can be determined that all the trains are a direct operation, The user can be informed that the direct operation is stopped.

  Further, the delay check arrangement in the case of performing the turning operation due to an accident or the like in the middle of the route is as shown in FIG. That is, although the delay time of station E, which is a return station, gradually increases, if the section used by the user is between station A and station E, a search for a route that does not bypass the route is performed by the processing procedure of FIG. It becomes possible.

[Operational advantages]
The conventional service status guidance service uses the delay time as the delay in driving, so when you resume driving, you do not know how many minutes the train will arrive, and you should use a detour route. I was at a loss as to whether or not
Since this embodiment can calculate the number of train operations and the required time between stations by capturing in real time the movement of one or more users getting on and off the train, users who wait for the arrival of the train at the station , I can now guide how many minutes the next train will arrive.
Also, even if the schedule information is disturbed, it is now possible to predict the arrival time to the destination by recording the actual time required between stations.
Since this embodiment is implemented as a resident application of a smartphone provided with a terminal position specifying means, it is advantageous that the operation status of the train can be monitored without causing the user to perform a special operation.

[Other Embodiments]
The embodiment of the present invention has been described above by taking a train as an example. However, the transportation may be a train, a bus, an aircraft, or a combination thereof. The node at this time may be a station, but may be read as a bus stop or a terminal.
In the above description, it is assumed that the portable terminal 50 communicates with the route search server 10 via the digital network N such as the Internet. However, the portable terminal 50 may communicate via the wireless base station. .

  DESCRIPTION OF SYMBOLS 10 ... Route search server, 50 ... Portable terminal, 100 ... Interface for data communication, 110 ... Route search tool, 111 ... Search condition reception part, 112 ... Condition generation part, 113 ... Route search engine, 120 ... Operation condition management part, 121: Operation status update unit, 122 ... Delay detection unit, 123 ... Operation status guide unit, 124 ... Arrival time prediction unit, 125 ... Non-passage line setting unit, 131 ... Station information DB, 132 ... Operation information DB, 133 ... Train stop Position DB, 134 ... Riding user DB, 135 ... Operation status DB, 136 ... Delay detection history DB

Claims (7)

Acquires terminal displacement information indicating the terminal position and its displacement from a mobile terminal owned by a user who is on the train, train, or bus, as well as information on the transportation schedule and each transportation Or, the operation information is obtained from a database in which operation information including the arrangement information of the departure node is recorded,
The user to identify the movement between the nodes of transport while riding by collating the said operation information and said terminal displacement information, the record identification information of the portable terminal in manner temporarily each node of each transport Based on the first terminal displacement information from the mobile terminal that has recorded the identification information, when the terminal displacement information indicates the departure from any node, the departure state flag, the arrival at the node Is generated while avoiding the redundant generation of the state flag by the terminal displacement information of the same content for each node,
Based on these generated state flags, the required actual time required for traveling between the nodes of the transportation facility on which the user carrying the mobile terminal that transmitted the terminal displacement information is boarded is calculated, and the required actual time and the required time in the diagram information are calculated. A time difference is calculated, and a delay check array representing a delay time for each node of each transportation facility is recorded in a volatile memory based on the difference. The delay time recorded in the delay check array and the diagram information By generating a diagram change information representing a change from the diagram information after that time, it is generated for each node where the changed transportation actually arrives or departs, and the generated diagram change information can be updated. Record it in a predetermined memory,
In response to a route search request from the mobile terminal, the route information is executed by the operation information and the latest diagram change information, and the execution result is provided to the mobile terminal.
A route guidance method that reflects the actual operating conditions of transportation. Communication control means for communicating with one or more portable terminals that transmit terminal displacement information representing the terminal position and displacement information;
An information access means for accessing a database in which operation information including schedule information of at least one type of transportation such as trains, trains and buses and arrangement information of nodes at which each transportation arrives or departs is recorded;
Time acquisition means for acquiring the current time;
While acquiring the said terminal displacement information from the said portable terminal which the user currently riding in the said transportation means acquires the said operation information from the said database, the said user is collated with the acquired terminal displacement information and operation information Identifies the movement between the nodes of the transportation system in which it is on board, and thus changes the diagram change information indicating the change from the above-mentioned diagram information after that time for each node where the transportation system where the change actually arrived or departed Change information management means for generating and recording the generated diagram change information in a predetermined memory so as to be updatable;
Route search means for executing a route search by the operation information and the latest diagram change information in response to a route search request from the mobile terminal, and providing an execution result to the mobile terminal ,
The change information management means displays the state flag of departure when the acquired terminal displacement information indicates departure from any of the nodes, and indicates the state flag of stopped when indicating arrival at the node. And the required actual time required for traveling between nodes of the transportation facility on which the user carrying the mobile terminal that has transmitted the terminal displacement information is calculated based on the generated state flag, and the required actual time and the The difference between the required time in the diagram information is calculated, and based on this difference, a delay check array representing the delay time for each node of each transportation facility is recorded in the volatile memory, and the delay time recorded in this delay check array is The diagram change information is generated by collating with the diagram information, and the identification information of the mobile terminal is temporarily recorded for each node of each transportation facility. And, wherein by generating a status flag and avoid duplication generation of said condition flag by the terminal displacement information of the same contents based on the first of the terminal displacement information from the mobile terminal recording the identification information,
A route guidance device that reflects the actual operating conditions of transportation. The change information management means, instead of the difference, records the delay time until the boarding transportation actually arrives from the node that finally arrived as the delay time at the node in the delay check array,
The route guidance device according to claim 2 . Based on the status flag, the change information management means calculates a delay time for each transportation node whose scheduled departure time is earlier than the current time, and for a transportation node whose calculated delay time is less than a reference value. “Normal”, a delay time greater than the reference value occurs, and the node of the transportation system that is operating after the node where the first delay occurred is “delayed”, a delay time greater than the reference value occurs And, for the node of the transportation facility that does not operate after the node where the first delay has occurred, it generates guidance information indicating “operation stop”, and selectively provides this guidance information to the mobile terminal.
The route guidance device according to claim 2 . The change information management means, when providing the guidance information representing the "operation stop", guides the accumulated delay time in the node as the operation stop time,
The route guidance device according to claim 4 . The route search means guides a new route based on a detour route or an operation prediction avoiding the route to the mobile terminal when there is a driving stoppage or delay route,
The route guidance device according to claim 5 . A computer-readable program for operating a computer as a route guidance device reflecting the actual train operation state,
The computer,
Communication control means for communicating with one or more portable terminals that transmit terminal displacement information representing the terminal position and displacement information thereof;
Information access means for accessing a database in which operation information including schedule information of at least one kind of transportation such as trains, trains and buses and arrangement information of nodes at which each transportation arrives or departs is recorded,
Time acquisition means for acquiring the current time;
While acquiring the said terminal displacement information from the said portable terminal which the user currently riding in the said transportation means acquires the said operation information from the said database, the said user is collated with the acquired terminal displacement information and operation information Identifies the movement between the nodes of the transportation system in which it is on board, and thus changes the diagram change information indicating the change from the above-mentioned diagram information after that time for each node where the transportation system where the change actually arrived or departed Change information management means for generating and recording the generated diagram change information in a predetermined memory so as to be updatable;
In response to a route search request from the mobile terminal, the route information is executed by the operation information and the latest diagram change information, and the execution result is provided as a route search means for providing the mobile terminal ,
When the terminal information acquired by the change information management means indicates departure from any of the nodes, the state flag of departure has been indicated; And the required actual time required for traveling between nodes of the transportation facility on which the user carrying the mobile terminal that has transmitted the terminal displacement information is calculated based on the generated state flag, and the required actual time and the The difference between the required time in the diagram information is calculated, and based on this difference, a delay check array representing the delay time for each node of each transportation facility is recorded in the volatile memory, and the delay time recorded in this delay check array is The diagram change information is generated by collating with the diagram information, and the identification information of the portable terminal is temporarily stored for each node of each transportation facility. Recorded, said by generating a status flag and avoid duplication generation of said condition flag by the terminal displacement information of the same contents based on the first of the terminal displacement information from the mobile terminal recording the identification information,
Computer program.

Images