JP7168344B2 - Moving body stop position determination method and determination system - Google Patents

Description

The present invention relates to a stop position determination method and determination system for a moving body.

For moving objects such as fixed-route buses that have fixed departure and arrival points and routes between them, stopping positions (stops) for users (passengers, etc.) to get on and off are often determined in advance. However, in the case of a moving object whose stopping position is not fixed or when changing the stopping position of a moving object whose stopping position is fixed, the optimum stopping position must be determined according to the user's needs. is desirable.

A method disclosed in Patent Document 1 is known as a method for determining the stop position of a moving body including a route bus. In this patent document 1, "By acquiring the position information of a plurality of users, users are grouped, the position information of the center point of each group is calculated separately, and then the center point is calculated repeatedly. location information is updated, and the vehicle stop location is determined according to the number of users in each group.

JP 2017-123159 A

In Patent Literature 1, location information of users obtained by GPS is used to determine the location of a bus stop using only instantaneous population distribution. In other words, the stop position is determined based only on the user's boarding needs, without considering the user's movement demand based on the user's departure and arrival points.
In determining the location of the bus stop, the surrounding environment of the bus stop, such as traffic conditions such as construction work and constraints imposed by laws and regulations, are not taken into account.
Therefore, in the present invention, the stop position is determined based on the user's movement demand based on the user's origin (origin) and destination (destination), that is, both boarding demand and alighting demand. Another object of the present invention is to determine the optimum stop position of a moving object based on environmental information related to various stop positions such as traffic information.

In order to solve the above problems, one representative stop position determination method of a moving object according to the present invention is as follows.
In a mobile route where the route is divided into a finite number of sections and position data is specified for a finite number of route points existing in each section,
A step of calculating the nearest section of the nearest route for each user from the information (hereinafter referred to as "OD data") regarding the departure and arrival places of the user of the mobile body;
A step of calculating the average value of the distance between the route point in the nearest section and the departure or arrival point of each user who considers the nearest section to be the nearest;
The route point at which the calculated average value is the smallest is set as the stop position in the nearest section.

In addition, one of the representative stop position determination systems for moving bodies according to the present invention is
A system for determining the stop position of a moving object, which includes a stop position determination processing unit, an OD data accumulation processing unit, and an optimum route determination processing unit, and is connectable to a user terminal and a DB server,
The stop position determination processing unit is
From the OD data, calculate the nearest section of the nearest route for each user,
Calculate the average value of the distance between the route point in the nearest section and the departure or arrival point of each user who considers the nearest section to be the nearest,
The route point at which the calculated average value is the smallest is set as the stop position in the nearest section.

A reasonable stop position for the user can be determined by determining the stop position based on the movement demand, which consists of the departure point and the arrival point selected by the user of the mobile object. Moreover, by taking into consideration environmental information related to the stop point, such as traffic information, it is possible to determine a practical and highly convenient stop position.
Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

The figure which shows the system configuration|structure which implement|achieves this invention. The figure which shows the processing concept of the whole system of this invention. The figure which shows the processing sequence which accumulates OD data. FIG. 5 is a diagram showing a processing sequence for adding route information to accumulated OD data; The figure which shows the processing sequence which changes a stop position. The figure which shows the processing sequence which provides a user with stop position information. The figure which shows the data table in which OD accumulation|storage data are stored. A diagram schematically showing route information on a route The figure which shows the data table in which route information is stored. The figure which shows the data table in which path|route grant OD accumulation data are stored. The figure which shows an example of the data table in which an inappropriate point is stored. The figure which shows the data table in which stop position information is stored. The figure which shows the processing sequence of stop position candidate determination.

<Definition of terms>
In this disclosure:
"Moving vehicles" means vehicles used by specified or unspecified passengers such as fixed-route buses, streetcars, shared cars, and school shuttle buses, and transportation such as transport trucks that can be used by specified or unspecified users. Including means. Furthermore, the "moving body" is not limited to one that moves on the ground, and may be a flying body such as a drone that moves in the air or a vessel that moves on water.

The term "user" includes passengers getting on and off the mobile body, users requesting transportation of cargo, etc., and cargo to be transported by the mobile body.

A “stop” means a stop position (on a route) where a moving body stops so that a user can use the moving body.

A "stop position" means a position where the moving body stops for the user to get on, carry in, get off, or carry out. This stop position may include not only the specific position but also the range around the specific position.
At the stop position, the moving body does not necessarily have to stand still, and may move to the extent that a user can get in and out of the vehicle, and carry in and out luggage.

"OD data" is information about the departure point and the arrival point regarding the movement of the user. OD data mainly includes data related to "coordinated movement demands". In addition, "OD data" may include data related to temporal travel demand in addition to coordinate travel demand, and may include user attributes and other travel demand related information. may

"Coordinate movement demand" means position information relating to a usage start point at which the user wishes to start using the mobile body and a usage end point at which the user wishes to end the use of the mobile body when the user uses the mobile body.

"Temporal travel demand" means temporal information associated with said coordinate travel demand regarding when such coordinate travel demand occurs in time.
The temporal information includes not only information on dates and times, but also information on schedules such as weekdays/holidays, holidays, and specific events.

A "use start point" is a route point where a user starts using a mobile object, and a "usage end point" means a route point where a user finishes using a mobile object. Note that the usage start point and the usage end point may exist on the same route or may exist on different routes.

“Positional information” is data indicating the position of a specific point, and can be expressed using “latitude” and “longitude”. Also, on a route, it can be expressed by a distance from a specific point. Also, the position information may include information about "altitude (elevation)".

"Distance" means the distance from the point of departure to the route point or section, and from the route point or section to the destination point, not only the straight line distance between two points, but also the route distance of the road, etc. based on the route of the road, etc. include.

"Route" means a positional range in which a moving object repeatedly moves, and means a positional route between a position where a moving object starts moving (starting point) and a position where moving ends (ending point). . The route is usually fixed, but may be changed depending on the situation.

A “route point” is information for specifying a position on a route. For example, route points are determined for each distance of about 10 meters from the start point to the end point of the route.
Further, information such as "route point number", "route identification information", "position information", and "section information" may be assigned to each route point.

"Route identification information" is information for identifying a route. Information such as "route ID" and "route name" is typically used, but is not limited to these.
In the present disclosure, "route identification information", "position data" related to "route points", and "section information" are referred to as "route information".

“Section information” is information indicating a section in which a plurality of route points arranged continuously on a route are grouped. Typically, a section on the route suitable for setting one stop position (bus stop in the case of a bus route) is determined as appropriate, and based on this, section information is displayed for each section as "section information" A number is given.
be.

A “highly used section” means a section in which many users start and end points of use.

"Environmental information related to stop positions" refers to various events that affect the operation of mobile vehicles, such as traffic information on routes, congestion information, detour information due to construction, traffic regulation information, danger information such as fires near the route, and weather information. Information about For this reason, the "environmental information about the stop position" may be accompanied by positional information and temporal information in addition to the content of the event that affects the operation of the mobile object.
The "environmental information regarding the stop position" may be referred to as "environmental information" in the following disclosure.

An “inappropriate point” means a route point determined as an inappropriate stop point for the moving object based on the environmental information regarding the stop position.

DETAILED DESCRIPTION OF THE INVENTION Embodiments and examples for carrying out the invention will be described below with reference to the drawings.

<System configuration>
FIG. 1 is a diagram showing an example of the system configuration of the present invention. In the stop position determination system of FIG. are connected using a network.
The DB server 107 stores data handled by the stop position determination processing unit 101, the OD data accumulation processing unit 102, the optimum route determination processing unit 103, the stop position information provision processing unit 104, and the system administrator terminal 105.
However, the data stored in the DB server may be stored in a storage unit other than the DB server, and the DB server is not an essential component.
Also, a user can connect to the stop position determination system of the present invention from a user terminal using a network.

The stop position information provision processing unit 104 can transmit and receive information to and from the user terminal 106 . As the user terminal, the user's smart phone is suitable, but it is not limited to the smart phone, and the user's PC or other information terminal can be used. When the user terminal is a smartphone, the stop position information provision processing unit 104 receives the OD data from the smartphone by using an application program (hereinafter sometimes referred to as "smartphone application") installed on the smartphone. can be connected to

<Overview of processing>
FIG. 2 is a diagram showing a rough concept of processing in this embodiment. The OD data transmitted from the user terminal 106 is stored in the DB server as OD accumulated data by the OD data accumulation processing unit 102 .
Next, the OD accumulated data and route information are read into the optimum route determination processing unit 103, subjected to processing for adding OD data route information, and stored in the DB server as route-given OD accumulated data.
Furthermore, when determining the stop position, the route information, the route-added OD accumulated data, and the environment information are read into the stop position determination processing unit 101, and the stop position change processing is performed. Then, the stop position information is stored in the DB server. Thereafter, the stop position information provision processing unit outputs the stop position information to the user terminal (on the smartphone application).

FIG. 3 is a diagram showing an example of a processing sequence for accumulating OD data in this embodiment.
A user inputs OD data to the user terminal 106 . The starting point in the OD data may be the user's movement start point (current location in many cases), or any position on the route where the user wishes to use the mobile object. Similarly, the arrival point may be the user's movement end point (the destination in many cases), or any position on the route where the use of the mobile body is desired to end.

For the information on the origin and destination, the user may directly input information such as latitude and longitude, or input using the GPS function and map information provided in the user terminal 106. may be The OD data input to the user terminal is transmitted from the user terminal to the stop position information provision processing unit 104 as an OD data accumulation request command. The stop position information provision processing unit transmits the received OD data and the OD data accumulation request command to the OD data accumulation processing unit 102 .
Then, the OD data accumulation processing unit 102 accumulates the data as OD accumulation data 201 in the DB server by the OD data accumulation processing 202 .

FIG. 4 is a diagram showing an example of a processing sequence for adding route information to OD accumulated data in this embodiment.
OD data route information addition processing 303 is performed by the optimum route determination processing unit 103 on individual OD accumulated data accumulated in the DB server. The OD data route information addition is based on the OD accumulated data 201 and the route information 301, using a route search algorithm such as Dijkstra, A*, etc., for each individual OD data, the user's movement from the departure point to the arrival point is determined. To be rational, the departure route ID of each user and the arrival route ID linked to the destination are calculated.

Reasonable travel usually means the smallest distance traveled. Therefore, the closest route (nearest route) to the departure and arrival points of the OD data is specified.
If there are multiple routes closest to the departure point (arrival point), the route of the departure point (arrival point) is determined so as to be the same as the route of the arrival point (departure point). If there is no route equal to the arrival point (departure point), the route may be randomly determined from a plurality of routes closest to the departure point (arrival point).
Then, the information of the departure route ID and the arrival route ID linked to the destination is added to each OD accumulated data, and stored as route assignment OD accumulated data 302 as route assignment OD accumulated data.
When determining the departure route ID and the arrival route ID, the usage start point and usage end point of each user and the section to which they belong may be calculated.

Note that FIG. 4 shows a mode in which the system administrator transmits an OD data path information addition request from the system administrator terminal 105 to the optimum path determination processing unit 103 . However, the OD data path information adding process 303 does not necessarily have to be executed only when an OD data path information adding request is transmitted from the system administrator terminal 105 to the optimum path determination processing unit 103 . The OD data path information addition process 303 may be performed periodically or automatically within this system. For example, the OD data path information addition process 303 may be performed each time OD data is transmitted from the user to the stop position determination system.

FIG. 5 is a diagram showing an example of a processing sequence for determining or changing the stop position in this embodiment.
The stop position determination processing unit 101 calculates a stop position based on route assignment OD accumulated data and route information.
In order to calculate the stop position, the average value of the distances between the route points and the OD data is calculated for all the route points in the section where the use start point or the use end point exists.

Specifically, when calculating the distance from a specific route point to one piece of OD data, the distance between the specific route point and the departure point or destination included in the OD data is calculated. Then, the value with the shorter distance may be taken as the distance from the OD data. A similar distance calculation can be performed on all OD data for each particular route point and these distances can be averaged to give the average distance at the particular route point.
Then, the route point at which the calculated average distance is the smallest may be set as the stop position of the moving object.

In addition, it is also possible to limit the sections for which the stop position calculation is performed to only high-utilization sections, instead of "all sections in which a usage start point or a usage end point exists". As a result, it is possible to reduce the calculation load for calculating the stop position, reduce the change of the stop point in the section with low utilization, and improve the stability and fixation of the stop point.

Furthermore, if there is an "inappropriate point" in the section for which the stop position calculation is to be performed, the average value of the distances of the OD data may not be calculated for the inappropriate point, and the stop point may not be set. Also, after calculating the average distance, the stopping point may be determined by excluding inappropriate points.

In addition, when the OD data includes data related to temporal travel demand, it is possible to narrow down the route assignment OD accumulated data 302 based on temporal conditions. As a result, it is possible to determine the optimal stop position for each of the various situations due to differences in weekdays, holidays, and time. Then, the stop position determination processing unit 101 updates the stop position information 404 with the stop position candidate determined in the stop position candidate determination process 402 by the stop position information update process 403 .
Details of the stop position candidate determination processing 402 will be described later with reference to FIG.

In FIG. 5, the system administrator transmits a stop position determination request from the system administrator terminal 105 to the stop position determination processing unit 101. For example, the change target route ID, change start date (From), change It discloses a flow for determining stop position candidates after specifying the end date (To), weekday/holiday classification to be changed, time to be changed, and the like. Then, the stop position determined by the stop position determination processing unit 101 is transmitted to the system administrator terminal 105 as a stop position candidate. It discloses that a stop position update request is transmitted to the processing unit 101 .

However, the transmission of the stop position determination request, the stop position candidate, and the stop position update request by the system manager using the system manager terminal 105 is not an essential component. The stop position determination request does not necessarily have to be sent from the system administrator terminal, and may be performed periodically or automatically within the system. For example, the stop position determination request may be made by sending OD data from the user to the stop position determination system.
In addition, the stop position determined by the stop position determination processing unit 101 is transmitted to the system administrator terminal 105 as a stop position candidate, and the system administrator confirms the stop position candidate using the system administrator terminal 105, and then determines the stop position. The process of transmitting the stop position update request to the processing unit 101 is also not an essential component.

Therefore, the stop position determination request does not necessarily have to be made by the system administrator after confirming the stop position candidates. A stop position determination request command may be performed periodically or automatically. For example, after the stop position candidate is selected by the stop position determination processing unit 101, the stop position may be automatically selected based on a certain standard, and the stop position may be updated.

FIG. 6 is a diagram showing an example of a processing sequence for providing stop position information to the user in this embodiment. The user terminal 106 transmits a stop position acquisition request to the stop position information provision processing unit 104 . The stop position information provision processing unit 104 acquires the stop position information from the stop position information 404 by the stop position information acquisition process 501 and transmits it to the user terminal 106 .
The step of transmitting a stop position acquisition request from the user terminal 106 to the stop position information provision processing unit 104 is also not an essential component.
Even if there is no request from the user terminal 106, the stop position information may be automatically notified to the user terminal or other device based on a certain standard.

Examples of structures of various data used in this embodiment will be described below.
<OD data>
An example of OD data, as shown in FIG. 7, consists of user ID, usage date, weekday/holiday classification, departure time, departure point latitude, departure point longitude, arrival point latitude, and arrival point longitude. The user ID may be data specified by the user terminal, or data dependent on the user who uses the user terminal.
In addition to the above, the OD data may include user attributes (sex, age, physical characteristics, etc.) and various other information related to the use of mobile bodies.
Also, the OD data is transmitted from the user terminal together with an OD data accumulation request command to the stop position information provision processing unit, and is accumulated as OD accumulation data in, for example, a DB server.

<Route information>
FIG. 8 is a diagram schematically showing an example of route information given to specific routes.
On a route, a ``route point'' is set for each actual distance of about 10 meters from the starting point to the ending point. A route point number is assigned to each route point. In addition, information such as "route identification information", "position information", and "section information" is given to each route point as route data.
In other words, the route point number and section number are assigned in association with the latitude and longitude of each route point. Then, in the stop position determination process, it is used as a delimiter when calculating travel demand for each section within the route (the number of people who depart from or arrive at the section).

FIG. 9 is a diagram showing an example of a data table in which route information is stored. In the data table of FIG. 9, line IDs and line names are described as "route identification information" in columns 901 and 902 of the table. Further, as the route information of the route point 1, the latitude and longitude are described in columns 903 and 904 as "position information". Also, the section number is described in the 905 column as "section information".
In the example of FIG. 9, since the section numbers of route point 1 and route point 2 are both "1", it can be seen that both route point 1 and route point 2 belong to section 1.
As for the setting of the sections, the distance width of one section can be set to 1.5 kilometers, which is a general walking distance, but it is not limited to this. Also, the number of latitudes, longitudes, and section numbers to be stored varies depending on the route.

FIG. 10 is a diagram showing an example of a data table in which route assignment OD accumulated data is stored. In addition to the data items of the OD accumulated data shown in FIG. 7, the route-assigned OD accumulated data holds the departure route ID associated with the departure point and the arrival route ID associated with the arrival point.
In the route assignment OD accumulated data, it is possible to grasp the route with many users by assigning the route ID linked to the departure place and the arrival place, and the departure place and the arrival place of the user of the route ID can also be grasped.

FIG. 11 is a diagram showing an example of a data table in which inappropriate points are stored. These data are input to the system at appropriate times based on the environmental information regarding the stop position. Each record includes, for example, a route ID 1101, a date (From) 1102 and a date (To) 1103 indicating the valid period of information to be set, a type 1104 of inappropriate reason such as construction or legal regulation, and an inappropriate reason. Latitude 1105 and longitude 1106 of the route point where is recorded. In the example shown in FIG. 11, during the period from October 1 to October 30, 2017, on the route with the route ID 001, the route point n becomes an inappropriate point due to construction. and cannot be read. Further, in the route ID 002, it can be read that the route point p will be an inappropriate point due to legal regulations during 2019, and the route point p cannot be used as a stop position during this period.

FIG. 12 is a diagram showing an example of a data table in which stop position information is stored. The stop position information includes, from the left end of the table, a route ID 1201, a route name 1202, a date (From) 1203 and a date (To) 1204 indicating the validity period of the information, weekday/holiday classification 1205, A time (From) 1206 and a time (To) 1207 indicating the valid time of the information are described in order, and thereafter, for each stop position, a stop position ID 1208, a stop position name 1209, a stop position latitude 1210, and a stop position longitude 1211 are described. be done.
All stop positions are selected from route points. In addition, the number of stop position IDs, stop position names, stop position latitudes, and stop position longitudes that are held varies depending on the route.

FIG. 13 is a diagram showing an example of a processing sequence for determining a stop position. The processing sequence of FIG. 13 is described on the premise that a stop position determination request for a specific route is transmitted from the system administrator terminal. However, at what timing the stop position is determined (or changed) for what time range on what route is arbitrary. The following description is merely an example of a representative stop position determination procedure. Therefore, the processing sequence of FIG. 13 does not limit the technical scope of the present invention.
Hereinafter, the stop position determination procedure disclosed in FIG. 13 will be described for each step.

<Step 1301>
In step 1301, the stop position determination processing unit 101 determines the target route (hereinafter referred to as "target route") for which the stop position is to be determined, which is included in the stop position determination request transmitted from the system administrator terminal 105. Acquire route information 301 .

<Step 1302>
In step 1302 , the stop position determination processing unit 101 acquires the route assignment OD accumulated data 302 regarding the target route whose stop position is to be determined, included in the stop position determination request transmitted from the system manager terminal 105 . If the target route for which the stop position is to be determined is limited in terms of date and time, only the route assignment OD accumulated data meeting such limited requirements is acquired.

<Step 1303>
In step 1303, the processes of steps 1304 to 1307 are repeated for each route assignment OD accumulated data record obtained in step 1302 by the number of records.

<Step 1304>
In step 1304, it is determined whether or not the departure route ID (1007 in FIG. 10) of the route assignment OD accumulated data record matches the ID of the target route.
If it matches the target route ID, the process proceeds to step 1305 . If the route ID does not match the target route ID, the processing of step 1305 is not performed, and the process proceeds to step 1306 .

<Step 1305>
In step 1305, the section closest to the target route is determined from the positional information of the departure point in the route-given OD accumulated data record, and +1 is added to the movement demand point for that section.
Various calculation methods can be used to determine the nearest section. For example, it is possible to calculate the distance between the position information of the starting point in the route-given OD accumulated data record and the position information of all route points on the target route, and determine the closest route point and the section to which this route point belongs. . In calculating the distance, a straight distance between two points may be used as a reference, or a route search algorithm or the like may be used to use a route distance such as a road.

Also, when determining the nearest section, instead of simply considering only the distance value, the difference in elevation between the departure point and the route route is considered, and if there are different sections with almost the same distance, may select a section with a smaller elevation difference or a section with a lower elevation than the starting point.
Specifically, when the user moves, the nearest section can be set so that the user moves to a point with a low altitude, or the route can be set so that the change in altitude is small.
Also, if there is a place where it is difficult to move on the route between two points, a route avoiding such a place may be selected and the nearest section may be set.
The information on the nearest section determined here is used in step 1313 later, so it is stored in association with the record of the corresponding route assignment OD accumulated data.

<Step 1306>
In step 1306, processing similar to steps 1304 and 1305 is repeated for the arrival points and arrival routes.
That is, in step 1306, it is determined whether or not the arrival route ID (1010 in FIG. 10) of the route assignment OD accumulated data record matches the ID of the target route.
If it matches the target route ID, the process proceeds to step 1307 . If it does not match the target route ID, the processing of step 1307 is not performed, and the processing of the next route assignment OD accumulated data record is performed.

<Step 1307>
In step 1307 as well, processing similar to that of step 1305 is repeated. That is, the nearest section of the target route is determined from the position information of the arrival point in the route assignment OD accumulated data record, and +1 is added to the movement demand point for the section. The method of determining the nearest section is the same as the method used in step 1305 .
The information on the nearest section determined here is used in step 1313 later, so it is stored in association with the record of the corresponding route assignment OD accumulated data.

<Step 1308>
Next, in step 1308, the travel demand points corresponding to each section number of the target route calculated in steps 1304 to 1307 are determined, and the top x sections are set as stop position installation sections. x is set in advance as an approximate number of stop positions to be set within the target route.
It should be noted that step 1308 need not be performed in the case of setting stop positions in all sections in which a use start point and a use end point exist.

<Step 1309>
In step 1309, the stop position determination processing unit 101 acquires inappropriate spot data (FIG. 11) regarding the target route based on the environmental information regarding the stop position.

<Step 1310>
The processing of step 1310 is repeated for the number of sections in which stop positions are to be set, thereby determining the stop point of each section.

<Step 1311>
Step 1311 is a step for calculating the total distance or the average of the distances between all route points in each section and all departure points or arrival points that are closest to the section.
Therefore, the loop of 1311 is repeated by the number of route positions belonging to the section.

<Step 1312>
In step 1312, it is determined whether or not a route point belonging to the section corresponds to an inappropriate point. Inappropriate point (distance to the departure point or destination is not calculated for route points that match the information in FIG.
Note that step 1312 can also be performed before step 1311 . By doing so, the number of loops in step 1311 can be reduced.

<Step 1313>
In step 1313, using the section numbers saved in steps 1305 and 1307, the distances between the route points (excluding inappropriate points) in the section and all "departure points or arrival points" related to the section are calculated. calculate. Then, an average value of all these values (hereinafter referred to as "intra-section OD point average distance") is calculated.
As for the method of calculating the distance, a straight line distance between two points may be used as a reference, or a route search algorithm or the like may be used to use a route distance such as a road.

<step>
In step 1314, the route point having the smallest average OD point distance in the section calculated in step 1313 is determined as the stop position.

<Step 1315>
In step 1315, it is determined whether or not the distance between the stop position determined in the section (current loop) and the stop position determined in the previous loop is equal to or less than a predetermined threshold. If this distance is not less than or equal to the threshold, step 1316 is not performed. If this distance is equal to or less than the threshold, the process transitions to step 1316 .

<Step 1316>
In step 1316, the travel demand points of the previous loop section and the current loop section are compared. Then, the stop position with less movement demand points is deleted.

That is, the stop position determined in the α-th loop of step 1310 is defined as "stop position (α)", and the stop position determined in the preceding loop (α-1) is defined as "stop position (α-1) ”, if the distance between “stop position (α)” and “stop position (α-1)” is less than a predetermined threshold, the section with fewer movement demand points, that is, the user’s Delete the lesser stop position.

This is to prevent the stop points that are independently determined for each section from being located close to each other among adjacent sections.
Instead of step 1316, the section of the previous loop and the section of the current loop are regarded as one section, and the process from step 1311 to step 1314 is repeated, and the route point having the minimum OD point average distance in the section is determined as the stop position. may be determined as

The above is an example of specific data and processing procedures used for determining the stop position, but the present invention is not limited to these specific data configurations and processing procedures.
An embodiment in which the stop position determination method and system described above are applied to a route bus and a school bus will be described below.

A case where the present invention is applied to a route bus will be described.
Bus stop positions (stops) are fixed on route buses in many areas. However, the demand for fixed-route buses is not the same every day, and is greatly affected by seasons, events (festivals, sporting events, etc.) around the route, and the occurrence of road construction. And the occurrence of such effects may be predictable in advance.
In such a case, by utilizing this system, the manager of the route bus can rationally and simply change the position of the stop of the route bus.

If a large-scale event were held every year near a certain bus route, the bus operation manager could operate this system based on the OD data from the previous year's event. You can set different bus stops.
In addition, by registering the OD data in advance, the bus user can contribute to determining the bus stop position that is convenient for him/herself.
If such user's OD data is registered in advance, it is possible to more accurately predict travel demand at the time of the event, prevent confusion at the event venue, and efficiently manage the participants of the event. can be transported.

Further, by transmitting the changed bus stop position to users who have registered the OD data in advance or users who used the bus route in the previous year, confusion caused by the change of the bus stop position can be prevented.
In order to encourage bus users to register their OD data, in addition to providing the above-mentioned information on bus stop changes, we are considering offering bus fare discounts to providers of OD data. be done.
In many cases, it is assumed that the terminals of bus users are smartphones. And it is assumed that the payment of the bus fare is also performed using a smartphone. For this reason, if a smart phone application is provided with an OD data registration function and a bus fare payment function, it is possible to easily discount the bus fare.

In addition, the location information of the changed bus stop can be automatically displayed on the map in conjunction with the map data of the smartphone. Furthermore, by combining it with AR (Augmented Reality) technology, virtual bus stop signs can be displayed on images taken with a smartphone on the route.
In this way, by using a virtual image as the sign of the bus stop, it is possible to reduce the maintenance and management cost of the physical bus stop.

Next, a case where the present invention is applied to a route bus, in which the bus stop locations are not clearly defined but are appropriately determined according to local customs, travel demand, etc. on the day, will be described. .

If the bus stops are changed appropriately according to travel demand, it is difficult for people other than regular users (especially foreigners) to use such buses. Even in such a case, by applying this system, it is possible to accurately transmit the bus stop information to the user, and the usability of the route bus can be greatly improved.

In the case of the first embodiment, it has been explained that the route bus manager designates the route on which the position of the bus stop is to be determined (changed), and the system is operated based on such an instruction. In the second embodiment, the bus stop position can be automatically determined at the stage when a certain amount of OD data has been input, or at the stage a certain time before the start time of the bus.
As in the first embodiment, the convenience of the bus can be improved by notifying the user of the determined stop position. In addition, when transmitting the information of the bus stop position, the convenience can be further improved by displaying the arrival time of the bus etc. in multiple languages.

Next, a case where the present invention is applied to a school bus will be described.
Normally, children arrive at school at a fixed time, so there is no problem if the school bus stops at a fixed position when they go to school. However, since children leave school at various times, it is rational to change the stop position of the school bus according to the situation of the children getting on the school bus.
Even in such a case, by applying this system, it is possible to rationally determine the stop position of the school bus when leaving school.

Specifically, regarding the route and operation time of the school bus for going home, the departure point is the school, the arrival point is the child's home, and the automatic destination for school staff to get on is summarized in the OD. Enter as data. By determining the stop position of the school bus using this system, a reasonable stop position of the school bus can be determined.
In addition, if information about the determined stop position is transmitted to the child's family, it becomes easier for the family to pick up the child at the stop position, thereby improving the safety of the child's commute to school.

The present invention is not limited to the embodiments and examples described above, and includes various modifications. For example, the above-described embodiments and examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.
In addition, the processing procedures and data table examples described in the embodiments can be modified as appropriate, and the arrangement of data and the configuration of tables can be changed. In addition, new data items can be added or replaced with other data items.

It is also possible to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration.
For example, for each step in FIG. 13, it is possible to omit some steps or change the order of the steps.
Further, each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing a part or all of them using an integrated circuit. Moreover, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, files, etc. that realize each function is stored in the memory of terminals on the network, recording devices such as hard disks and SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs. can be placed.

101: Stop position determination processing unit 102: OD data accumulation processing unit 103: Optimal route determination processing unit 104: Stop position information provision processing unit 105: System administrator terminal 106: User terminal 201: OD accumulated data 202: OD data accumulation Process 301: Route information 302: Route attached OD accumulated data 303: OD data Route information added process 401: Traffic information data 402: Stop position candidate determination process 403: Stop position information update process 404: Stop position information 501: Stop position information acquisition process

Claims (10)

In a mobile route where the route is divided into a finite number of sections and position data is specified for a finite number of route points existing in each section,
A step of calculating the nearest section of the nearest route for each user from the information (hereinafter referred to as "OD data") regarding the departure and arrival places of the user of the mobile body;
A step of identifying a certain number of sections (hereinafter referred to as "highly used sections") in descending order of the number of users;
a step of calculating an average value of the distances between the route point belonging to the high-utilization section and the departure point or arrival point of each user whose closest section is the nearest;
A method of determining a stop position of a moving object, wherein the stop position in the nearest section is the route point where the calculated average value is the smallest. In the method for determining the stop position of the moving body according to claim 1,
A method for determining a stop position of a moving object that transmits stop position information to a user after the stop position is determined. In the method for determining the stop position of the moving body according to claim 2 ,
A method for determining a stop position of a moving object, including a step of not setting a point inappropriate as a stop position of the moving object (hereinafter referred to as an "inappropriate point") as a stop position. In the method for determining the stop position of the moving body according to claim 3 ,
A method of determining a stop position of a moving object, including a step of deleting a stop position with fewer users when stop positions in adjacent sections are less than a predetermined distance. In the method for determining the stop position of the moving body according to claim 4 ,
a step of storing the input OD data as OD accumulated data;
a step of adding nearest route information to the OD accumulated data and storing it as route-given OD accumulated data;
A step of storing the nearest section information in the step of calculating the nearest section of the nearest route for each user from the OD data;
The saved nearest section information is used in the step of calculating the average value of the distance between the route point in the nearest section and the departure or arrival point of each user who considers the nearest section to be the nearest. process,
A method for determining the stop position of a moving object, including A system for determining the stop position of a moving object, which includes a stop position determination processing unit, an OD data accumulation processing unit, and an optimum route determination processing unit, and is connectable to a user terminal and a DB server,
The stop position determination processing unit is configured to divide a route into a finite number of sections, and on a route of a mobile body in which position data is specified for a finite number of route points existing in each section,
calculating the nearest section of the nearest route for each user from the information (hereinafter referred to as "OD data") regarding the departure and arrival places of the user of the mobile body;
Identify a certain number of sections (hereinafter referred to as "highly used sections") in descending order of the number of users,
calculating the average value of the distance between the route point belonging to the high-utilization section and the departure point or arrival point of each user whose closest section is the nearest,
A system for determining a stop position of a moving object, wherein the stop position in the nearest section is the route point where the calculated average value is the smallest. A system for determining a stop position of a mobile object according to claim 6 has a stop position information provision processing unit,
The stop position information provision processing unit is a system for determining a stop position of a moving body that transmits stop position information to a user after the stop position is determined. In the system for determining the stop position of the moving body according to claim 7 ,
The stop position determination processing unit is
Regarding points inappropriate as the stop position of the moving object (hereinafter referred to as "improper points"),
A system for determining the stop position of a moving object to be excluded from the stop position. In the system for determining the stop position of the moving body according to claim 8 ,
The stop position determination processing unit is
A system for determining stop positions of a moving object that deletes the stop position with fewer users when the stop positions in adjacent sections are within a certain distance. In the system for determining the stop position of the moving body according to claim 9 ,
The OD data accumulation processing unit is
Save the input OD data as OD accumulation data,
The optimum route determination processing unit is
adding nearest route information to the OD accumulated data and storing it as route-added OD accumulated data;
The stop position determination processing unit is
During the step of calculating the nearest section of the nearest route for each user from the OD data, save the nearest section information,
A moving object that uses the stored nearest section information when calculating the average value of the distance between the route point in the nearest section and the departure point or arrival point of each user who considers the nearest section to be the nearest. system for determining the stop position of the

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