KR20120042023A - Method and apparatus for calculating run time of the last subway - Google Patents

Abstract

PURPOSE: A last subway time calculating method and an apparatus thereof are provided to calculate the last accurate subway transferring time through subway service data. CONSTITUTION: A user searches for an inputted starting station and an arrival station and selects a suitable line(S5). A transfer station is outputted from the selected line(S7). The line is divided into a section between a destination station and the last transfer station and a section between initial transfer station and a starting station(S10).

Description

METHOD AND APPARATUS FOR CALCULATING RUN TIME OF THE LAST SUBWAY}

The present invention relates to a method and apparatus for calculating the last train time for a subway.

When the user wants to obtain time information of the first and last trains of public transportation such as subways and buses, the user finds a menu that provides a function for obtaining the time information, and then the first, second and third of the menu. After accessing the tree, you can find the information you want.

As described above, in order to obtain arbitrary information by searching each menu tree in the related art, it is inconvenient to find the information desired by the user since the respective information of the menu for obtaining the information must be approached step by step and finally found. This existed and had a lot of time consuming disadvantages.

Accordingly, the problem to be solved by the present invention to solve the above problems, to provide a method and apparatus for calculating the last train time to calculate the exact last train time using the vast subway operation-related data.

According to an aspect of the present invention, there is provided a method for calculating a subway last train time, the method comprising: searching a plurality of lines connecting an input departure station and an arrival station, and selecting a route suitable for a purpose set by a user from among the retrieved routes; After deriving a transit station from the selected line, dividing the route into a section between the last transit station, a section between transit stations, and a section between the first transit station and the departure station at the destination station; Calculating a time range in which a train should be boarded at each transit station based on the time taken for the train to move each section, starting from the section including the target station; And using the time information of the first station and the last station of each line included in the pre-entered line and the travel time data between the stations, the actual train times of the destination station, the transfer station, and the departure station are obtained, and the boarding time range calculated in the previous step Selecting and displaying the nearest and fastest train time.

Specific details of other embodiments are included in the detailed description and the drawings.

As described above, the method for calculating the subway last train time according to the present invention uses a method of calculating train timetables using train movement time between each station, departure time of the first station of each train, and arrival time of the last station. You can quickly create and update without the need to enter a large number of train time data, and users can calculate the exact last train time using train operation data without having to find and calculate train schedules for departure, transfer and destination stations. It works.

In addition, the present invention has the effect of using the last train accurately, safely and conveniently without having to go through the cumbersome or virtually impossible process of calculating the time to ride the last train, especially when the transfer destination is included.

Figure 1 shows a last train time calculating apparatus according to an embodiment of the present invention.
2 is a flowchart illustrating a method for calculating a subway last train time according to an exemplary embodiment of the present invention.

Advantages and features of the present invention and methods for achieving them will be apparent with reference to the embodiments described below in detail with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be embodied in various different forms, and the present embodiments merely make the disclosure of the present invention complete, and are common in the art to which the present invention pertains. It is provided to fully inform those skilled in the art of the scope of the invention, which is to be defined only by the scope of the claims.

Also, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. In the present specification, the singular form includes plural forms unless otherwise specified in the specification. As used herein, "comprises" and / or "comprising" does not exclude the presence or addition of components other than the mentioned components. Unless otherwise defined, all terms (including technical and scientific terms) used in the present specification may be used in a sense that can be commonly understood by those skilled in the art.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings in order to describe the present invention in more detail. Like reference numerals refer to like elements throughout.

Figure 1 shows a last train time calculating apparatus according to an embodiment of the present invention.

Referring to FIG. 1, in the mobile terminal according to an exemplary embodiment of the present invention, the configuration for displaying the last train time of a subway is shown in FIG. 1 as shown in FIG. 1, a key input unit 1, a controller 2, a database unit 3, and an output unit. (4) is made.

The key input unit 1 receives a departure station / arrival station / day of the week / type of route / alarm setting through an input device (electronic keypad, A / V (Audi0 and video) mounted on the mobile terminal, and confirms the above. Notify the control unit 2.

The control unit 2 recognizes the necessary information for the last train time from the key input unit 1, and reads from the database unit 3 using the Dijkstra algorithm read from the database unit 3. The last train time display function is linked with the information database, and the last train time obtained by performing the corresponding function is displayed. Here, the input unit 1 checks whether it is correct and inputs the correct information.

The database unit 3 stores programs and data necessary for the operation of the controller 2, and in particular, includes a database of Dijkstra algorithm and subway train information.

The output unit 4 shows the last train time information and the necessary information (departure station / arrival station / day of the week / type of route / alarm setting) calculated under the control of the controller 2.

2 is a flowchart illustrating a method for calculating a subway last train time according to an exemplary embodiment of the present invention.

Referring to FIG. 2, a method for displaying a subway last time in a mobile communication terminal according to an exemplary embodiment of the present invention is as follows.

First, when a user inputs necessary information for calculating the last train time information through an input device provided in the mobile terminal, the input unit 1 checks the last train time display input by the user and sends it to the controller 2. You will be notified.

Accordingly, the control unit 2 confirms the input of each information notified from the input unit 1, that is, confirms whether the information input from the input unit 1 is information registered in the database unit 3. (S5). Herein, the information registered in the database unit refers to information that is input to perform the subway last train time display function.

Then, after confirming the input of the information received from the input unit 1, the control unit 12 reads the Dijkstra algorithm stored in the database unit 3 and displays the last train time using the read Dijkstra algorithm. To do this.

First, the controller 2 calculates a route route according to the departure station / arrival station / route type reported from the input unit 1 using the Dijkstra algorithm.

At this time, the result of the route calculated in (S5) is a transfer weight value applied differently according to the route type and the route type such as the shortest last stop, minimum transfer last stop, last stop last stop selected by the input unit 1 It may vary.

For example, the shortest route last train selects a route that takes the least time in the calculated route using a transfer weight that is differently applied. At the minimum transfer, the same transfer weights are used and the route that takes the least time is selected. The last stop will choose the route of the train that runs from the departure station to the arrival station, but not the shortest, but the latest.

The last station last train is not the final arrival station, but the last train last time and the last station last train time. The last train last time and the last station last train time use the transfer weight used when obtaining the shortest route.

The transfer weight here refers to the sum of the walking time required to get off the train of an existing line and to board a train on another line, and the average waiting time to wait to board the train on another line.

At this time, the average waiting time is 1 to 3 minutes longer than the existing average waiting time before 10 o'clock because the train lasts after 10 o'clock due to the characteristic of the last train of this subway and the interval between trains becomes longer. The waiting time is longer.

The controller 2 derives a transit station on the calculated route (S8). In this case, when there is no transit station in the corresponding route, time information of the latest train at the starting point of the train passing through the destination is obtained. The last train time information S9 calculated by the control unit is input to the output unit 4 and the boarding time information is determined based on the current time point using the calculated last train time information (S16). In response to the last train available in the last train time, the operation of the display unit 3 is controlled to display the last train time information regarding the departure time and arrival time of the train on the screen (S18).

On the other hand, if there is a transfer destination in S8, the controller 2 checks the number of transfer stations existing on the route using the transfer time coding table of the database unit 3.

For example, if there is a search result called A (Departure Station) -BCDE (Arrival Station), divide the results into groups of three alphabetically, such as ABC, BCD, and CDE. .

If B, C, and D match B, C, and D in the transit section coding table, B [transit time], C [previous line number], and D [next line number], C becomes the transit station. In this way all transit stations are derived.

Then, using the derived transit station to generate a route section (S10). In the above example, if C and D are transit stations, three routes such as A-C, C-D, and D-E are generated since A and E are departure and arrival stations, respectively.

The control unit (2) finds the information of the driving train via the generated route section using the generated route section in the database unit (S11).

For example, assuming that section A-C is Guro Station-Cool Ridge, search for types of trains that include Guro-Cool Ridge. (There is more than one type of train per section.)

After finding the type of the driving train corresponding to each section, the control unit 2 passes from the driving train section (the last transfer section or the nearest transfer destination to the destination) to the destination. The latest subway last train time information is retrieved by using All4 of the database unit 3 (S12).

Then, when obtaining the subway information time of the last section immediately before the last section, the departure time of the last section obtained in the above (S12) subtracted the average moving walk time necessary to transfer to the last section from the previous section, the previous section Search for the estimated time of arrival, and search for the train time information that arrives at or before this arrival time by using All4 of the database unit 3.

Since the searched previous section has enough time to transfer to the next section, the user may ride without missing the train of the next section and classify it as a safe section (S13).

However, for users who can walk faster than the average travel time required to transfer from the previous section to the next section, the departure time of the last section does not deduct the average travel time required to transfer to the last section from the previous section. If the arrival time of the previous section is earlier than the departure time of the last section, the corresponding train time information is searched using All4 of the database unit 3. In this case, the time interval between the arrival time of the train and the departure time of the last section is classified as a dangerous section because it is less than the average moving walking time required to transfer from the last section to the last section.

As such, in the above manner, each of the sections from the last section to the first section is classified as safety / risk (S13).

The difference between these calculations is that the actual train departure time for the danger zone is later than the actual train departure time for the safety zone.

After classifying each section as safe / hazardous and finding all train operating times in correspondence with the classified segments, the departure and arrival times of the last train are corrected. The reason is that the previous section of the last section is cut at a considerably faster time than the last section, so that several trains may be operated between the last section and the last previous section. Therefore, it is recalculated as the operating time plus the transfer weight and the risk time without adding the transfer weight to the last arrival time before the above (S14).

The controller 2 finally calculates the actual last train time according to safety / hazards, and then departs the departure time and arrival time of the train of the first departure section according to each safety / hazard, and train departures included in each transfer section. After displaying the time and arrival, the departure time and arrival time of the train at the final arrival zone (S15), it is determined whether or not the actual departure time according to the safety / risk is available on the basis of the current time (S16). Output to the control (S18).

However, if the last train information classified according to the final safety / danger cannot be used as the starting time, the control unit 2 applies the last stop indication (S17), and outputs the last stop indication at the output unit (S17). S18).

On the other hand, when calculating the last route last time, first, the controller 2 determines whether there is a transfer destination from the result of searching for the shortest route information in S18. If no transfer point exists, the search for the final route will be stopped.

If there is a transfer destination, the control unit 2 sequentially deletes the nearest transfer station from the destination, derives a new transfer section to go to the destination instead of the transfer station immediately before the destination, and a new transfer section exists. If not, the transfer section that exists immediately before the transfer section immediately before the destination is deleted, and a new transfer section can be found to go to the transfer section immediately before the destination in place of the erased section. When this process is made to the nearest transfer section from the departure point, the train information for each section is searched, classified into safety / danger sections, and finally the departure time and arrival time of the last train section are corrected. After that, the process is similar to finding the shortest line time difference.

On the other hand, in the case of calculating the last station last train time, the control unit 2 first searches for the shortest route information in step S18, and uses the neighbor station information of the database unit, on the assumption that there is no final destination. Search for the shortest route to the nearest. At this time, the range of the destination of the nearby station can be set within the range of 5 stops from the shortest route destination, and the station that can be the destination of the nearby station within 5 stops includes the final destination of each train operation. It is either part of the route, or part of the route to the final destination.

When the neighboring station is set, the train information for each section is searched, classified into safety / hazardous sections, and finally the departure and arrival time of the last train is modified.

After that, the process is similar to finding the shortest line time difference.

The last bus stop time information and the last station last train time information show two each based on the latest train time.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It will be appreciated that one embodiment is possible. Accordingly, the true scope of the present invention should be determined by the technical idea of the claims.

1: key input unit 2: control unit
3: database section 4: output section

Claims (1)

Searching for a plurality of lines connecting the input departure station and the arrival station, and selecting a line suitable for the purpose set by the user from among the searched routes;
Deriving a transit station from the selected line, and then dividing the route into a section between the last transit station, a section between the transit stations, and a section between the first transit station and the departure station at the destination station;
Calculating a time range in which a train should be boarded at each transit station based on the time taken for the train to move each section, starting from the section including the target station; And
The actual train times of the destination station, transit station, and departure station are calculated by using the time information of the first and last station of each line included in the pre-entered line and the travel time data between each station, and it is faster than the boarding time range calculated in the previous step. The last train time calculation method comprising the step of selecting and showing the nearest train time.

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