KR20150085497A - A Method of controlling ticket gate based on service quality on train platform - Google Patents

Abstract

The present invention provides a method of controlling a ticket gate, which controls congestion in a train platform where a plurality of ticket gates are installed. The method of controlling a ticket gate comprises: a step of measuring a degree of congestion of the train platform; and a step of controlling a structure blocking an entrance to the train platform in order to control the number of passengers entering the train platform. According to the present invention, after the degree of congestion of the train platform is predicted or observed, the ticket gate opening and closing is controlled based on the degree of congestion.

Description

Technical Field [0001] The present invention relates to a method for controlling entry and exit of passengers based on the service level of a historical platform,

TECHNICAL FIELD The present invention relates to a technology for controlling a passageway for entering and leaving a train platform based on the current congestion level of a train platform or a predicted future congestion level.

There are many ways to access the trains to enter and exit the train platform. For example, first of all, the first gate to pass for entering the history from the pedestrian road on the ground is the 'historical entrance', and second, the entrance to the platform where the train stops at the waiting space in history. And a 'transit gate' that controls movement between different gateways where trains on different routes stop in the transfer station. There may be other passages. Here, "standby space" refers to the space that users can wait while they are included in history but have not yet paid the fare.

Particularly, the number of passengers using the historical gate, the gate, and the transfer gate may increase sharply during the commute time, and the number of passengers waiting to board the train on the platform may also increase significantly . At this time, even though the train is full, attempts to open the doors of the train may be repeated several times for the safety of the passengers due to the attempts of the people to take the train. As a result, there is a problem that the train operation is delayed and the inconvenience of the passengers increases.

In order to solve such a problem, there is a technique of expanding an infrastructure to simply increase a route or a dispatch time in order to solve such a problem, and a surveillance camera is installed in the vicinity of a gate to adjust the allowable number of entrance and exit directions of a gate. For example, Korean Patent Publication No. 2010-0061010 entitled " System and Method for Automatic Adjustment of Gate Passing Direction of Gate "has been disclosed as a prior art. The above-described technique is applied to an entrance surveillance camera for photographing a user entering a gate to board an urban railway, an entrance surveillance camera for photographing a user who gets off from an urban railway and goes out from a gate, A video server that automatically adjusts the number of gates whose passing directions are the entering direction and the number of gateways whose passing direction is the advancing direction based on the images photographed by the monitoring camera; And a gate controller for setting the direction of passage of the exhaust gas in the entering direction or the advancing direction. However, this technique only considers the congestion near the gate. The gate and the platform may be spaced apart from each other, and in some transfer stations, the gate and the platform may be very far apart. Therefore, the congestion near the gate and the congestion at the platform can be considered to have different effects on the delay of train departure. According to the invention disclosed in the above patent publication, the congestion degree at the gate can be partially controlled, but the congestion degree at the platform can not be controlled, so that the delay of the train can not be prevented.

In the present invention, a method for predicting or observing the congestion level of a landing area and controlling whether or not a user enters a landing passage based on the congestion degree is provided.

In order to solve the above-mentioned problems, the present invention provides a landing entry control method according to congestion in history.

According to an aspect of the present invention, there is provided a method for controlling congestion in a history in which a plurality of gates are installed, the method comprising: measuring a congestion level of a landing area; And a control step of controlling the number of passengers entering the landing platform. At this time, the control step may be configured to control the number of passengers entering the landing platform by adjusting the allowable number and position of the at least one gate among the plurality of gates. In addition, the control step may be configured to control the number of passengers entering the landing platform by adjusting guide structures and guide lights installed in passages for entering the landing from the gate. At this time, the measuring step may be configured to measure the congestion of the landing platform based on the number of passengers waiting at the landing platform. In the measurement step, the congestion degree of the landing area may be measured based on the degree of congestion in the vehicle entering the landing area. At this time, the degree of congestion in the vehicle entering the landing platform may be measured based on the load information obtained by measuring the load of the vehicle. The degree of congestion in the vehicle entering the landing platform may be measured based on the image information acquired through the video device installed in the vehicle. In this case, the measuring step may be configured to measure the congestion degree of the landing platform based on the image information acquired using the landing platform and a video apparatus installed in the vehicle.

According to another aspect of the present invention, there is provided a server for controlling congestion in history, comprising a communication unit and a processing unit, wherein the communication unit is configured to collect information obtained from a landing platform and a vehicle entering the landing platform, The processing unit is configured to extract the congestion degree using the information.

According to the present invention, the overall congestion in the history can be predicted and measured on the basis of the congestion situation in the gate, the platform, the moving passage, and the train in the history. By controlling the number of passengers entering the platform, , And ultimately it is possible to reduce the delayed train drift phenomenon.

Figure 1 illustrates the concepts of service level considered in deriving an embodiment of the present invention.
FIG. 2 illustrates an example of classification of service levels of the standby space considered to derive an embodiment of the present invention.
FIG. 3 is a view illustrating congestion output results collected through a video device in a landing entry control method according to an embodiment of the present invention.
FIG. 4 shows an example of a criterion for determining the degree of congestion inside a train in a landing entry control method according to historical congestion, which is considered in order to derive an embodiment of the present invention.
FIG. 5 is a view for explaining a method for measuring the congestion level in a train based on an image in a landing entry control method according to an embodiment of the present invention.
FIG. 6 is a view for explaining a method for measuring the degree of congestion in a train through a load of a train in an embodiment of the present invention. FIG.
FIG. 7 is a flow chart for explaining the techniques for improving the in- The concept of space allocation of the moving passage 500 according to the traffic amount according to an embodiment of the present invention is shown.
8 is a view for explaining a method for forcibly distributing or guiding the space of the moving passage 500 shown in FIG. 7 to a space for a riding person and a space for a person getting off.
FIG. 9 is a diagram for explaining whether or not a gate can be allowed to enter a platform according to a landing service level in a landing entry control method according to an embodiment of the present invention.
FIG. 10 is a diagram for explaining an example of a method for predicting historical traffic congestion based on a user traffic behavior according to another embodiment of the present invention.
11 is a view for explaining a method of predicting a future landing / road congestion state according to another embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, the present invention is not limited to the embodiments described herein, but may be implemented in various other forms. The terminology used herein is for the purpose of understanding the embodiments and is not intended to limit the scope of the present invention. In addition, the singular forms used below include plural forms unless the phrases expressly have the opposite meaning.

In the landing entry control method according to an embodiment of the present invention, the historical space can be divided into a landing area, a moving passage, a staircase, a gate, a transfer gate, and a waiting space, . At this time, as a technique of measuring the congestion level by history space, A technique relating to coefficients can be used. Here, the coefficient means counting the number of people to be observed.

In an embodiment of the present invention, it may be considered to measure the congestion in the following spaces in order to measure the congestion in the history. For example, as a place where passengers wait, there are a platform and a waiting room, and there are an inner staircase, an outer staircase, an entrance, an escalator, an elevator, and a M / W as a moving place. In addition, there may be a general passage, a connection passage, a transfer passage, a new traffic connection passage as a passage, and a rest room, a rest facility, a function room, an emergency evacuation facility, a flood prevention facility,

Figure 1 illustrates the concepts of service level considered in deriving an embodiment of the present invention.

As shown in FIG. 1, service levels can be classified according to spatial modules, flow coefficients, and walking conditions. That is, the service level "A" corresponds to a case where a space module is 3.5 m ² / person or more, a flow coefficient is 20 persons / m ^- minute or less, and sufficient walking space is secured to freely select a walking speed. The service level "B" corresponds to a case where the space module is 2.5 to 3.5 m ² / in, the flow coefficient is 20 to 30 persons / m ^- minute, and the walking space can be passed through by maintaining the normal walking speed. The service level "C" is 1.5 to 2.5 m ² / in, and the flow coefficient is 30 to 45 persons / m ^- minute. When the pedestrian keeps his or her walking speed, . Service level "D" corresponds to the case where the space module is 1.0 ~ 1.5m ² / in and the flow coefficient is 45 ~ 60 persons / m ^- minute, . The service level "E" is a condition that the space module is 0.5 ~ 1.0m ² / in, the flow coefficient is 60 ~ 80 persons / m ^- minute, and all the pedestrians can not select the walking speed at random. Service level "F" is less than 0.5 m ² / in space module and flow coefficient is more than 80 in / m ^- min. And the walking space is paralyzed. It is important to maintain adequate service levels in order to satisfy both the satisfaction of passengers and the utility of train operation in train operation.

FIG. 2 illustrates an example of classification of service levels of the standby space considered to derive an embodiment of the present invention.

2, the service level of the standby space can be divided into four levels, A to B, C, D, and E to F, Limit of the comfort zone, limit of the non-contact zone, and limit of the contact zone. At this time, the circles of the reference numeral 100 shown in FIG. 2 are for explaining the free space between the individuals, and show each free space (diameter 120cm, 105cm, 90cm, 60cm) according to the respective service levels. That is, an inter-personal clearance indicator can be used to indicate the level of service. At this time, the waiting space may be, for example, a platform, a waiting room.

Meanwhile, in an embodiment of the present invention, a video device (ex: camera) may be installed on the ceiling above the platform to measure the congestion of passengers waiting to ride the train on the platform. For example, the congestion degree output results 301, 302, 303, 304, and 305 shown in FIG. 3 may be images photographed through a camera. Hereinafter, an example of the congestion output result collected through the video device in the landing entry control method according to the historical congestion according to the embodiment of the present invention will be described with reference to FIG.

FIG. 3 is a view illustrating congestion output results collected through a video device in a landing entry control method according to an embodiment of the present invention. 3 (a) shows an original image, FIG. 3 (b) shows a cumulative optical flow, and FIG. 3 (c) shows a congestion output result. 3C, the congestion output result 301 is very low, the congestion output result 302 is low, the congestion output result 303 is medium, The congestion output result 304 is classified as high and the congestion output result 305 is classified as very high.

Meanwhile, in one embodiment of the present invention, a car weight measurement, a moving image, an infrared ray, or a coefficient may be used as an index for evaluating the internal crowding degree of a train. Here, the coefficient may mean counting the number of people directly using an automated process. Density and weight can be used as criteria for railroad congestion assessment.

FIG. 4 shows an example of a criterion for determining the degree of congestion inside a train in a landing entry control method according to historical congestion, which is considered in order to derive an embodiment of the present invention.

As shown in Fig. 4, the correlation is related to the congestion degree, the measurement standard, and the number of passengers, and shows an example based on the number of passengers on a single train. For example, if the number of passengers is 94 and the measurement standard is 'All seats are in the seat and 20 are standing,' the congestion level can be measured at 59%. In addition, if the number of passengers is 400 and the measurement standard is "heavy traffic congestion at the central part of the vehicle and at the entrance, and the passengers' body is under pressure", the congestion level can be measured at 250%.

FIG. 5 is a view for explaining a method for measuring the congestion level in a train based on an image in a landing entry control method according to an embodiment of the present invention.

As shown in FIG. 5, in order to measure the degree of congestion inside the train, the passenger load information of one or more surveillance cameras 110 and TCMS (Train Control Management System) 120 installed in the respective rooms 101 and 102 Can be used. At this time, the TCMS 120 is a microcomputer system for centralized in-vehicle information control, and serves as a train information management system that intensively controls and monitors devices installed in a train by connecting a serial transmission line to a terminal in a vehicle do. At this time, data measured through the surveillance camera 110 installed in the guest rooms 101 and 102 can be wirelessly transmitted to the monitoring device 300 through the wireless terminal 200, and the inside of the train displayed on the monitoring device 300 The congestion degree can be confirmed through the captured screen 400.

FIG. 6 is a view for explaining a method for measuring the degree of congestion in a train through a load of a train in an embodiment of the present invention. FIG. Here, FIG. 6A shows a device for measuring the radius of curvature, and FIG. 6B shows a wiring diagram for measuring the radius of curvature. 6 (c) shows a device for lateral pressure measurement, and Fig. 6 (d) shows a wiring diagram for lateral pressure measurement.

As shown in FIG. 6, the method of measuring the degree of congestion in a train through the load of a train can be measured by using the radial load and lateral pressure applied to the rail.

On the other hand, the following technique can be used as a method of improving history and vehicle congestion. First, it is possible to use congestion improvement techniques in history using static facilities and facilities. Second, it can use the dynamic congestion control technology in the history. At this time, the gate metering method can be used. Third, the history / vehicle congestion information providing technology, which is a dynamic guidance method, can be used. At this time, technology for selecting media content, selecting guide information, and selecting guide techniques for each media information can be used.

FIG. 7 is a flow chart for explaining the techniques for improving the in- The concept of space allocation of the moving passage 500 according to the traffic amount according to an embodiment of the present invention is shown. 7 (a) shows a general situation in which a lot of movements for a riding occupies a large number, and Fig. 7 (b) shows a train arrival situation in which a lot of movements for getting off is the majority. 7 (a) and 7 (b), the moving passage 500 may be a space that connects the landing platform 600 and the outside, and may mean a passage through which passengers are moved. The first surface 51 of the moving path 500 represents the space occupied by the getting off passengers and the second surface 52 of the moving path 500 represents the space occupied by the passengers.

7 (a), in the general situation, since the amount of movement for the riding takes a large amount, the space corresponding to the second surface 52 of the moving path 500 is the first surface 51, Of the total space. On the other hand, as shown in FIG. 7 (b), in the train arrival situation, the amount of movement for getting off is large, so that the space corresponding to the first surface 51 is larger than the space corresponding to the second surface 52 It should take up a large part.

8 is a view for explaining a method for forcibly distributing or guiding the space of the moving passage 500 shown in FIG. 7 to a space for a riding person and a space for a person getting off. 8, a plurality of guide structures 11 and 21 may be provided on the moving path 500 and guide lights 12 may be provided on the ceiling above the moving path 500 have. In this case, the guide structures 11 and 21 may mean a facility for preventing or guiding passengers moving for getting on and off from crossing between different areas bounded by the guide structures 11 and 21. The guide light 12 may be positioned in a space between the guide structures 11 and 21. Herein, the 'guide structure' may be referred to as a 'fixed facility' or a 'variable facility', and the 'guide indicator' may be referred to as a 'variable information facility'.

8 (a) and 8 (b), when the passengers' getting-up / down-road congestion is somewhat low, the fixed facilities 11 are fixed without change and the three variable information guidance facilities 12 The arrow direction is displayed on the two variable information guidance facilities 12 in the first and second variable information guidance facilities 12, and the passage 500 can be passed through the space indicated by the arrow direction. When the passengers are in a high congestion degree, the stationary facility 11 is fixed without change, and the arrow direction is displayed only in one of the three variable information guidance facilities 12, The passage 500 can be made to pass through only the marked space.

8 (c) and 8 (d), the variable facility 21 is fixed without change and the three variable information facilities 12 The arrow direction is displayed on the two variable information guidance facilities 12 in the first and second variable information guidance facilities 12, and the passage 500 can be passed through the space indicated by the arrow direction. In the case where the passengers are in a high congestion degree, the arrow direction is displayed only in one of the three variable information guidance facilities 12, and the variable facility 21, The position of the passage 21 is changed so that the passage 500 can pass through only the space in which the arrow direction is indicated.

That is, in one embodiment of the present invention, the state of the guide structures 11, 21 and the variable information guidance facility 12 can be changed in order to control the congestion degree in the moving passage 500 according to the expected ride-on congestion .

Hereinafter, in one embodiment of the present invention, a description will be given of a history congestion control technique as a dynamic control method. This technique is a technique to control the history entry personnel according to the congestion of the history (platform). According to this technology, there is an effect of prevention of accidents caused by historical congestion, time delay of train departure due to platform congestion, and operation of gate resilience according to demand of passengers and passengers.

9 is a flowchart illustrating a method of controlling landing entry according to historical congestion according to an embodiment of the present invention. Referring to FIG. 9, the measured or predicted 'service level' of 'landing area' FIG. FIG. 9A shows a case where the landing service level is higher than a certain level, and FIG. 9B shows a case where the landing service level is very low, for example. 9A, when the landing service level is equal to or higher than a certain level, a relatively large number of entry permitting induction lamps 71, which means 'permitting entry', are displayed on the gate 700, The entrance into the landing area can be allowed to be allowed through the door 700. 9B, when the landing service level is very low, a relatively large number of entrance blocking lights 72 indicating 'entry blocking' are displayed on the gate 700, 700) can be controlled so as to reduce entry into the landing platform. That is, only three gates 700 are allowed to enter, and the remaining six gates 700 may be blocked from entering. At this time, for example, the entry permission indicator light 71 may be implemented using a green arrow, and the entry blocking indicator light 72 may be implemented using a red stop indicator.

In summary, as a basic data for dynamically controlling the number of passengers passing through the gate 700 to the platform, the congestion of the platform, that is, the service level of the platform can be used. At this time, the congestion level of the platform may mean the congestion degree and / or the expected congestion level of the current platform. The expected future congestion of the platform may affect the number of passengers in the train arriving at the platform as well as the number of users entering the platform through the gate 700. Although FIG. 9 exemplifies control of the gate 700, it can be easily understood that the transfer gate can be controlled.

Hereinafter, a method for predicting historical traffic congestion based on user traffic behavior according to another embodiment of the present invention will be described.

FIG. 10 is a diagram for explaining an example of a method for predicting historical traffic congestion based on a user traffic behavior according to another embodiment of the present invention.

In the method of predicting historical congestion based on the user's travel behavior according to another embodiment of the present invention, it is possible to use a boarding / getting person prediction method, a gate entry / exit number prediction method, a moving passage and a stair travel prediction method.

In another embodiment of the present invention, the congestion degree of a train scheduled to arrive at a station where a passenger is waiting can be informed to the user through history, a platform, or a portable device. For example, as shown in FIG. 10, a user who is waiting in the N-th station can display the internal congestion of the access vehicle in the N-2th station via a screen installed in a smartphone or history (ex: You can be informed. In addition, the predicted value of the congestion status of each carriage when the train in the N-2th station arrives at the N-th station through the N-1th station, May be displayed on a screen installed in the smartphone or the history.

For example, a user who is currently waiting in the call-back area can receive information that crowded cars No. 5 and No. 6 of the Yongsan trains that are stationed at Dongam Station are crowded, or can be guided through the screen installed in the history or the user's smartphone. In addition, the predicted value of the congestion status of each carriage when the drag-and-drop train arrives at the transfer station based on the number of persons to board the train and the person to get off the bus at the Bupyeong station may be informed.

FIG. 11 shows a method of controlling a passage for controlling the number of users waiting in the platform, FIG. 11 shows a method of controlling the number of users waiting in the platform by inducing users waiting in the platform to autonomously disperse according to the congestion of each train Additional methods have been described.

11 is a view for explaining a method of predicting a future landing / road congestion state according to another embodiment of the present invention.

According to another aspect of the present invention, there is provided a method for predicting a future landing / road congestion state according to the present invention, as shown in Fig. 11 (a), before a user uses a train, It can be provided through the device. Also, as shown in FIG. 11 (b), after the user arrives at the history, information on the congestion in the history can be provided and the entry path can be selected accordingly.

At this time, the future landing / road congestion state predicting method according to another embodiment of the present invention can be measured based on the number of passengers on the landing stage last week, the number of passengers getting on and off the hour, and the year / month / day correction coefficient.

For example, when a user tries to take a train at 09:00, the predicted result of the congestion state of each train at 09:00 at one hour before departure at 08:00 can be provided through a smart phone or the like. In addition, the results of displaying the predicted congestion of Myeongdong Station underground shopping center by color on the map of history can be displayed on the smartphone. At this time, among the results displayed on the map of history, yellow indicates that the congestion is very low, green indicates that the congestion is medium, and red may indicate that the congestion is very high. According to this embodiment, it is possible to obtain the effect of balancing traffic volume over time in the long term. In other words, the embodiment according to FIG. 11 has an effect of previously controlling the number of users reaching the first gate entering history.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the essential characteristics thereof. The contents of each claim in the claims may be combined with other claims without departing from the scope of the claims.

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Claims (9)

CLAIMS 1. A method for controlling a service level at a platform in a history,
A measurement step of measuring a congestion level of a landing platform in the history; And
A control step of controlling the blocking structure in the direction toward the landing platform based on the congestion so as to control the number of passengers entering the landing platform;
/ RTI >
A method of controlling the service level of a platform. The method of claim 1, wherein the blocking structure is at least one of a gate, a transfer gate, and a historical entrance in the history. The method according to claim 1, wherein the control step controls the number of passengers entering the landing area by adjusting the allowable number and position of at least one gate among the plurality of gates, . The control system according to claim 1, wherein the control step includes a step of controlling the number of passengers entering the platform by adjusting a guide structure and a guide indicator installed in a passage for entering the platform from the gate, Level control method. The method according to claim 1, wherein the measuring step includes measuring a congestion level of the landing platform based on the number of passengers waiting in the landing platform. The method according to claim 1, wherein the measuring step includes measuring a congestion level of the landing platform based on congestion in the train entering the landing platform. The method according to claim 6, wherein the congestion in the train entering the landing platform is measured based on load information obtained by measuring the load of the vehicle or image information acquired through a video apparatus installed in the vehicle A method of controlling a service level of a platform. The method according to claim 1, wherein the measuring step measures the congestion degree of the landing area based on the landing area and the image information acquired by using the image device installed in the vehicle. As a server for controlling the level of service at a landing platform in history,
A communication unit and a processing unit,
Wherein the communication unit is configured to acquire measurement information on the congestion degree of the landing platform in the history from a measurement device installed in the history,
The processing unit extracts the congestion degree of the landing area using the measurement information and generates control information capable of controlling opening and closing of the blocking structure in the direction from the passage included in the history to the landing platform on the basis of the congestion In addition,
Wherein the communication unit is configured to transmit the control information to a control unit that controls the shutdown structure to control the number of passengers entering the platform,
Service level control server on platform.

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