KR102300838B1 - Method and system for dividing bus traffic turn and alligning start order - Google Patents

Abstract

According to an embodiment of the present invention, provided is a method of separating bus operation turns and arranging departure sequences. The method, which is a method for an operation information management server to separate bus operation turns and determine a departure sequence, includes the following steps of: (a) receiving arrival time information by bus stop in a current operation route at each of the moments of arrival at a first bus stop and a second bus stop which is a previous stop of the first bus stop, from a vehicle terminal of a bus; (b) in regard to data received at the moment of arrival at the first bus stop and data received at the moment of arrival at the second bus stop, arranging the data such that arrival time information about the latest arrival bus stop and a turn of the corresponding bus stop are located in the lowermost part; and (c) in regard to the arranged data, separating operation turns with respect to a bus stop, of which a bus stop increment in contrast to a previous value is a negative value. The bus stop increment in contrast to a previous value, in regard to data located in the same row as the arranged data, is a difference value between a bus stop turn of the information received at the moment of arrival at the first bus stop and a bus stop turn of the information received at the moment of arrival at the second bus stop, and the bus stop turns are values corresponding to a sequence of each bus stop at which a bus stops in a specific bus route.

Description

METHOD AND SYSTEM FOR DIVIDING BUS TRAFFIC TURN AND ALLIGNING START ORDER

The present invention relates to a method and a system for separating bus operation times and arranging the departure order, and more particularly, by classifying the operation times for each vehicle based on collected bus operation information, and aligning the vehicle departure order on the same route. It relates to a method and a system for enabling aggregation of bus operation performance and analysis of on-time operation.

Currently, BMS (Bus Management System) or BIS (Bus Information System) is used to collect bus operation information. This is accomplished in a way that the center receives real-time location information of the bus acquired through the GPS of an on-board equipment (OBE) mounted in the bus, thereby managing the operation information of numerous buses. However, it was difficult to accurately collect driving information due to an error in GPS location information sensing, reception interference due to weather or surrounding conditions, and an error in wireless transmission of the acquired information.

In addition, since the vehicle terminal is vulnerable to vibration, and a device defect or other failure situation may occur in the BMS or BIS system, it was not easy to continuously collect driving information.

Due to this problem, it was difficult to classify the bus operation cycle and determine the departure order for each vehicle with the information collected through the system.

On the other hand, the bus has to operate a set route, and in case of an unexpected situation such as holding a rally or an accident, the route was sometimes bypassed. In addition, due to the characteristics of the vehicle terminal that collects real-time operation information and transmits the information to the center immediately after collection, there are cases in which the bus operation cycle cannot be accurately distinguished in the case of repeatedly operating the same route twice or more without stopping. did.

In addition, since the vehicle terminal collects and transmits only driving information of a single vehicle, it was not possible to determine the departure order for each vehicle through the information collected through the vehicle terminal.

In addition, if the coordinates of the bus stop are misunderstood or the changed coordinates or route routes cannot be updated in time, the vehicle terminal cannot generate the operation information itself.

Therefore, if the separation of operation times for each vehicle is not clear, the aggregate operation performance of each operation is not accurate, and the identification of the stop is not accurate due to errors in GPS or stored information (stop coordinates, stop order number, etc.) And there was an error in counting the number of trips.

In addition, since it is difficult to align the departure order of vehicles, it is difficult to calculate the operating interval between the vehicle in front and the vehicle behind. Since the stop section is not specified, it was impossible to implement the corresponding logic.

It is an object of the present invention to solve the problems of the prior art described above.

An object of the present invention is to make it possible to separate bus rotations by removing information obtained from each vehicle terminal, such as false stop detection data, redundant data, and the like, and accurately understanding movement information between stops of each vehicle.

Another object of the present invention is to determine a preceding vehicle for each vehicle and to accurately determine the driving order of each vehicle through verification thereof.

Another object of the present invention is to enable a reasonable evaluation of driving punctuality for each vehicle.

Objects of the present invention are not limited to the objects mentioned above, and other objects not mentioned will be clearly understood from the description below.

According to an embodiment of the present invention for achieving the above object, there is provided a method for the operation information management server to perform separation of bus operation rounds and determination of departure order, (a) from the vehicle terminal of the bus to the first stop and the receiving arrival time information for each stop that has passed through each of the current service routes when arriving at a second stop that is a previous stop of the first stop; (b) arranging the data received at the arrival time of the first stop and the data received at the time of arrival at the second stop so that the arrival time information for the most recently arrived stop and the corresponding stop order number are located at the bottom; And (c) in the sorted data, comprising the step of separating the operation cycle based on the stop at which the stop increment compared to the previous has a negative value, wherein the stop increment compared to the previous is located in the same row of the sorted data data, it is the difference value between the stop sequence number of the information received upon arrival at the first stop and the stop sequence number of the information received upon arrival at the second stop, and the stop sequence number is each bus passing through on a specific bus route A method for separating bus service rounds and determining a departure order, which is a value corresponding to the order of a stop, is provided.

In the method of separating bus operation times and determining the departure order, before step (c), if the stop order number of the information received upon arrival at the first stop is the same as the stop order number of the information received upon arrival at the second stop, the The method may further include excluding information on the order of the stop from among the information received upon arrival at the first stop.

In the method of separating bus operation times and determining departure order, before step (c), when the stop increment compared to the previous one is less than 0, information on the stop order number among the information received upon arrival at the first stop is excluded It may further include a step of making.

The method for separating bus service times and determining the departure order includes comparing the arrival times for each time arriving at the same stop after the separation of the operating rounds, and determining the preceding and following rounds for each cycle according to the precedence relationship may include more.

The method of separating the bus service rounds and determining the departure order may further include evaluating arrival time punctuality for each bus stop point for each round.

According to an embodiment of the present invention, bus rotation separation is possible by removing stop erroneous detection data, redundant data, etc. from information obtained from each vehicle terminal, and accurately identifying movement information between stops of each vehicle. .

According to an embodiment of the present invention, it is possible to accurately determine the driving order of each vehicle by determining a preceding vehicle for each vehicle and verifying the preceding vehicle.

According to an embodiment of the present invention, it is possible to rationally evaluate the driving punctuality for each vehicle.

1 is a diagram schematically showing the configuration of a system for separating bus operation rounds and arranging departure order according to an embodiment of the present invention.
2 is a diagram showing the configuration of a driving information management server according to an embodiment of the present invention.
3 shows data for visualizing a process for determining a preceding vehicle according to an embodiment of the present invention.
4 is a view for explaining a process for verifying a following vehicle according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0010] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0010] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0023] Reference is made to the accompanying drawings, which show by way of illustration specific embodiments in which the present invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the present invention. It should be understood that the various embodiments of the present invention are different but need not be mutually exclusive. For example, certain shapes, structures, and characteristics described herein with respect to one embodiment may be embodied in other embodiments without departing from the spirit and scope of the invention. In addition, it should be understood that the location or arrangement of individual components within each disclosed embodiment may be changed without departing from the spirit and scope of the present invention. Accordingly, the detailed description set forth below is not intended to be taken in a limiting sense, and the scope of the invention, if properly described, is limited only by the appended claims, along with all scope equivalents to those claimed. Like reference numerals in the drawings refer to the same or similar functions throughout the various aspects.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings in order to enable those of ordinary skill in the art to easily practice the present invention.

1 is a diagram schematically showing the configuration of a system for separating bus service rounds and arranging departure order according to an embodiment of the present invention.

Referring to FIG. 1 , a system according to an embodiment of the present invention may include a vehicle terminal 100 mounted in each bus and a driving information management server 200 .

The vehicle terminal 100 and the driving information management server 200 are interconnected networks, for example, a mobile communication network, a local area network (LAN), a metropolitan area network (MAN), and a wide area network (WAN: Wide). Area Network), World Wide Web (WWW), and wireless communication network (WiFi: Wireless Fidelity) can communicate with each other.

The vehicle terminal 100 is a terminal mounted in a certain space in the bus, for example, around a driver's seat, and may be implemented as On-Board Equipment (OBE). The vehicle terminal 100 may have a built-in position detection sensor such as GPS.

The vehicle terminal 100 installed in each vehicle transmits data on the operation speed of the bus and the arrival time of each stop to the operation information management server 200 .

The driving information management server 200 may perform rotation separation and vehicle driving order determination for driving of each vehicle based on information received from the vehicle terminal 100 .

Hereinafter, the operation of the operation information management server 200 will be described in detail.

2 is a diagram showing the configuration of a driving information management server according to an embodiment of the present invention.

Referring to FIG. 2 , the driving information management server 200 may include a driving cycle separation unit 210 , a departure order sorting unit 220 , and an on-time driving evaluation unit 230 .

The driving round separation unit 210 , the departure order sorting unit 220 , and the on-time driving evaluation unit 230 may be program modules or hardware capable of communicating with an external device. Such program modules or hardware may be included in the operation information management server 200 or other devices capable of communicating therewith in the form of operating systems, application program modules, and other program modules, and may be physically stored on various known storage devices. can Meanwhile, these program modules or hardware include, but are not limited to, routines, subroutines, programs, objects, components, data structures, etc. that perform specific tasks to be described later or execute specific abstract data types according to the present invention.

The driving cycle separation unit 210 according to an embodiment receives information on a moving speed and arrival time of each stop from each vehicle terminal 100 mounted on a plurality of buses.

Each vehicle terminal 100 transmits the information together with the ID of the bus or terminal.

Table 1 shows data received from a specific bus.

[Table 1]

In Table 1, “stop number” indicates the order or order of each stop included in a specific bus route, and can be viewed as the same concept as the identifier of each stop on the corresponding route.

The vehicle terminal 100 may transmit information on an identifier of each stop and information on the corresponding stop, such as an arrival time, an average moving speed for driving to the corresponding stop, and the like. Recognition of the identifier of each stop may be performed through a GPS or the like built in the vehicle terminal 100 , but is not limited thereto.

The current data in Table 1 is information received from the vehicle terminal 100 of the bus when it arrives at a specific stop, for example, the 14th stop in the route of the bus. “Stop arrival time” indicates the arrival time of the bus at each stop, and “stop number” indicates the arrival sequence at each stop along the route. In addition, “moving speed” indicates the average speed of the bus until it arrives at each stop.

Lag data is information received from the vehicle terminal 100 of the corresponding bus when it arrives at a stop one earlier than the specific stop, for example, a 13th stop in the corresponding bus route.

The operation turn separation unit 210 aligns the data so that the arrival time information for the most recently arrived stop and the corresponding stop order number are located at the bottom in the current data and the previous data. After arranging in this way, in the data located in the same row, the difference between the stop order number of the current data and the stop order number of the previous data is filled with a value of “increase of stop compared to before”.

If the value of “Station No.” of the current data and “Previous Stop No.” of the previous data is the same, the data is duplicated at the same stop. In this case, the current data is excluded from the data obtained at the corresponding stop.

In addition, if the “increase of the stop compared to the previous” is less than 0, the operation continuity is broken. For example, it may be information obtained about the opposite stop. Exclude data.

On the other hand, when the data to be acquired at the next stop becomes “current data” and the “current data” acquired at the specific stop becomes the previous data, when the data to be acquired at the next stop is It indicates the value of the stop sequence number that must exist in the row. For example, when the vehicle stops at the next stop, the order of the stop located at the bottom should be “15”.

The driving cycle separation unit 210 excludes the corresponding data when the stop sequence number of the current data is greater than the minimum sequence number of the next data. This is a case of erroneously recognizing the opposite stop or a stop to arrive later, so the corresponding data is excluded.

On the other hand, if the movement speed exceeds the maximum bus movement speed (ex. 100km/h), the corresponding data is excluded. This is because it may be a case of misrecognizing the opposite bus stop or there is an error in the bus stop database.

After the operation cycle separation unit 210 completes the above operation, when the stop order is reversed in the data sorted as shown in Table 2, that is, in the same row, “stop increment compared to before” is negative (-). The operation cycle is classified based on the value of the stop, and an arbitrary ID (hereinafter referred to as “PLAN-ID”) is assigned to each operation cycle.

[Table 2]

In Table 2, at a stop where “stop number” is 1, “stop increment compared to before” becomes a negative value, so it is possible to separate the operation cycle based on the corresponding stop.

After completing the operation as described above, the driving schedule separating unit 210 may generate driving schedule summary information as shown in Table 3, for example.

[Table 3]

Table 3 is data in which the driving cycle is separated, and shows a result of giving a route ID and a driving cycle ID to which each vehicle should drive.

Departure order arranging unit 220 according to an embodiment is based on the operation cycle summary information (hereinafter referred to as “turn information”) generated by the operation sequence separation unit 210, arrival at the same stop The time is compared, and according to the precedence relationship, the preceding and following sessions are determined for each episode.

Specifically, in the case of a preceding vehicle for each turn information, a time interval is calculated based on the same point, and a turn having the smallest time interval is determined as the preceding vehicle.

For example, if the turn-① time of the first detected stop point of turn-① and turn-② is earlier than the time of turn-②, turn-① becomes the preceding vehicle of turn-②.

FIG. 3 shows data for visualizing a process for determining a preceding vehicle according to an embodiment of the present invention.

Referring to FIG. 3, in the case of round-①, the first identical points of round-① and round-② become "f1" and "f2", and the first identical points of round-① and round-③ are " g1", "g3", the first identical point of round-① and round-④ is "e1", "e4", the first identical point of round-② and round-③ is "a1", "a3", round-① The first identical points of and round-④ become “a1” and “a4”.

Between a plurality of rounds, after calculating the time interval to arrive at the same point, the round with the smallest interval is designated as the adjacent round, and the round arriving at the same point relatively early is the preceding vehicle and relatively late Determine the round arriving at the following vehicle.

Meanwhile, when the preceding vehicle is determined for each cycle, the departure order arranging unit 220 verifies whether the following vehicle is properly disposed based on the preceding vehicle.

4 is a view for explaining a process for verifying a following vehicle according to an embodiment of the present invention.

Referring to FIG. 4 , when the preceding vehicle is determined only based on the time of arrival at the same points "a1" and "a2", the preceding vehicle of round-③ becomes round-①, but actually, "b1", When "b2", "b3" points are taken as the standard, the preceding vehicle of round-③ must be round-②.

Accordingly, in each round, the time interval for arriving at the same stop as the other rounds is calculated, and the round arriving at a relatively late time but having the smallest time interval is determined as the succeeding round.

For example, in FIG. 4, since the time of round-② arriving at the first detected same stop point of round-① and round-② is later than the time of round-①, round-② is the following vehicle of round-① is determined by

In the above manner, the preceding and following rounds are determined in each round, and a vehicle not designated as the preceding round becomes the first vehicle to start regardless of which round is based. In Table 4 below, the vehicle with PLAN_ID “84” that is not designated as the preceding round by other rounds becomes the first vehicle to depart, and the vehicle designating “84” as the preceding PLAN_ID (preceding vehicle), that is, the PLAN_ID “ 85” will be the second starting vehicle. In addition, the vehicle designating "85" as the preceding PLAN_ID (preceding vehicle), that is, the PLAN_ID "86", becomes the third departure vehicle.

[Table 4]

The on-time operation evaluation unit 230 according to an embodiment collects the arrival time of each stop of each vehicle based on the data on which the time separation and the determination of the departure order are completed.

As an example, data as shown in Table 5 may be obtained.

[Table 5]

Based on the data collected as described above, it is possible to obtain the arrival time difference of the front and rear vehicles at each stop.

For example, the arrival time difference between the front and rear vehicles at each stop may be calculated as follows.

[Table 6]

In the above table, the unit of the time difference is “second”.

As the above data, it is possible to evaluate the on-time compliance of each vehicle in consideration of a preset dispatch interval.

According to an embodiment, evaluation according to the following equation is possible.

[Equation 1]

,punctuality =

,

In Equation 1, n is the number of times of punctual compliance determination, and x is the number of times of on-time compliance. That is, punctuality may be determined as a ratio of the number of times of punctuality to the total number of judgments.

In addition, according to another embodiment, evaluation according to the following equation may also be possible.

[Equation 2]

punctuality =

In Equation 2, K is a constant, M is the number of stops at each stop, ΔT1 is the difference between the time when each vehicle should arrive at each stop (preset time) and the actual arrival time, and ΔT2 is each It is the difference value between the preset dispatch interval with the preceding vehicle and the actual arrival time interval for each vehicle based on each stop.

That is, for each vehicle, a punctuality evaluation that is inversely proportional to the difference between the arrival time at each stop and the preset arrival time and the difference between the preset dispatch interval and the actual dispatch interval in relation to the preceding vehicle may be performed.

According to an embodiment of the present invention, bus rotation separation is possible by removing stop erroneous detection data, redundant data, etc. from information obtained from each vehicle terminal, and accurately identifying movement information between stops of each vehicle. .

According to an embodiment of the present invention, it is possible to accurately determine the driving order of each vehicle by determining a preceding vehicle for each vehicle and verifying the preceding vehicle.

According to an embodiment of the present invention, it is possible to rationally evaluate the driving punctuality for each vehicle.

The above description of the present invention is for illustration, and those of ordinary skill in the art to which the present invention pertains can understand that it can be easily modified into other specific forms without changing the technical spirit or essential features of the present invention. will be. Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive. For example, each component described as a single type may be implemented in a dispersed form, and likewise components described as distributed may be implemented in a combined form.

The scope of the present invention is indicated by the following claims, and all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention.

100: vehicle terminal
200: operation information management server
210: operation rotation separation unit
220: departure order sorting unit
230: On-time operation evaluation unit

Claims (5)

As a method for the operation information management server to perform bus operation cycle separation and departure order determination,
(a) receiving the arrival time information for each stop through the current route when arriving at the first stop and the second stop, which is the previous stop of the first stop, from the vehicle terminal of the bus;
(b) arranging the data received at the arrival time of the first stop and the data received at the time of arrival at the second stop so that the arrival time information for the most recently arrived stop and the corresponding stop order number are located at the bottom; and
(c) in the sorted data, including the step of separating the operation cycle based on the stop where the increase in the stop compared to the previous one becomes a negative value,
The increment of the stop compared to the previous one is the difference between the stop order number of the information received upon arrival at the first stop and the stop order number of the information received upon arrival at the second stop, in data located in the same row of the sorted data, ,
The stop sequence number is a value corresponding to the order of each stop through which the bus passes in a specific bus route. According to claim 1,
Before step (c),
If the stop order number of the information received upon arrival at the first stop and the stop order number of the information received upon arrival at the second stop are the same, excluding the information on the stop order number from the information received upon arrival at the first stop Further comprising, a method of determining the separation and departure sequence of the bus service. According to claim 1,
Before step (c),
When the stop increment from the previous one is less than 0, the method further comprising the step of excluding information on the stop order number from among the information received when the first stop arrives. According to claim 1,
Separation and departure order of bus operation, further comprising the step of comparing the arrival times of each time arriving at the same bus stop point after the separation of the operating rounds, and determining the preceding and following rounds for each cycle according to the precedence relationship Way. 5. The method of claim 4,
Further comprising the step of evaluating the punctuality of the arrival time for each stop point for each round, the method of determining bus service round separation and departure order.

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