TWI837712B - System, method, and computer readable medium for analyzing public transportation transfer gap using ticket data - Google Patents

Abstract

The invention discloses a system, method, and computer readable medium for analyzing public transportation transfer gap using ticket data. A transfer gap scanning module uses GPS coordinates of a first station of a first transportation train to scan a second station of a surrounding second transportation vehicle, and obtains a first timetable of the first transportation train and a second timetable of the second transportation vehicle. Next, the transfer gap scanning module calculates a transfer time gap according to arrival time difference between the first timetable and the second timetable, and estimates transfer walking time according to distance between the GPS coordinates of the first station and the second station to calculate a transfer space gap. Thereafter, a transfer gap quantitative assessment module receives first ticket data and second ticket data to match an actual transfer number and an actual transfer interval time of passengers, so as to precisely adjust the second timetable of the second transportation vehicle or position of the second station according to the transfer time gap, the transfer space gap, the actual transfer number and the actual transfer interval time.

Description

System, method and computer-readable medium for analyzing public transportation transfer gaps using ticket data

The present invention relates to a public transportation transfer gap analysis technology, and more particularly to a system, method and computer-readable medium for analyzing public transportation transfer gaps using ticket data.

In the past, when analyzing the issue of transfers in public transportation systems (such as transferring from the High Speed Rail/Taiwan Railway to buses/highway buses), only one of the distance between the stations of the High Speed Rail (Taiwan Railway) and buses (highway buses) and the difference in arrival time between the trains (timetables) was often considered as the evaluation criterion, but the distance between the stations of the High Speed Rail (Taiwan Railway) and buses (highway buses) and the difference in arrival time between the trains (timetables) were not comprehensively considered and quantified.

In one prior art, an automatic checking system for seamless transfer schedules of bus passenger transport is proposed. However, this prior art cannot introduce ticket data to analyze the actual number of transfer passengers and the actual transfer interval time, nor can it evaluate the operating procedures (such as standardized operating procedures SOP) of the transfer gap indicators of each transfer route, nor is it conducive to the management unit to adjust the location of the stations or the schedule of each transfer route, thereby reducing the service level of the public transportation system for passengers.

Therefore, how to provide an innovative public transportation transfer gap analysis technology to solve any of the above problems or provide related functions/services has become a major research topic for technical personnel in this field.

The present invention provides an innovative system, method and computer-readable medium for analyzing the transfer gap of public transportation using ticket data, which can comprehensively consider and quantify multiple modes of transportation, such as the distance between the first stop of a first mode of transportation (such as high-speed rail/Taiwan Railway) and the second stop of a second mode of transportation (such as bus/road passenger transportation) and the arrival time difference of the schedule (such as the first schedule/second schedule), or introduce multiple modes of transportation, such as the first mode of transportation The first ticket data and the second ticket data of the second vehicle are used to match the actual number of passengers transferring and the actual transfer interval, or to evaluate the transfer gap indicators (such as the effective time gap per person) of each transfer route, or to help the management unit adjust the second timetable or the second station location of the second vehicle of each transfer route, thereby improving the service level of the public transportation system for passengers.

The system for analyzing transfer gaps in public transportation using ticket data of the present invention comprises: a transfer gap scanning module, which uses the GPS (Global Positioning System) coordinates of the first station of the first vehicle to scan or filter out at least one second station of the second vehicle within a set range around the first station, so as to obtain the first timetable of the first vehicle and the second timetable of the second vehicle within the set range around the first station by the transfer gap scanning module, wherein the transfer gap scanning module calculates the transfer time gap between the first station and the second station according to the arrival time difference between the first timetable of the first vehicle and the second timetable of the second vehicle, and the transfer gap scanning module estimates the transfer time gap according to the distance between the GPS coordinates of the first station and the GPS coordinates of the second station. The transfer space gap between the first station and the second station is calculated based on the walking time; and a transfer gap quantitative evaluation module is connected or communicated with the transfer gap scanning module, and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring and the actual transfer interval time between the first station of the first vehicle and the second station of the second vehicle, so as to adjust the second timetable of the second vehicle or the position of the second station according to the transfer time gap and transfer space gap between the first station and the second station calculated by the transfer gap scanning module and the actual number of passengers transferring and the actual transfer interval time between the first station and the second station matched by the transfer gap quantitative evaluation module.

The method for analyzing the transfer gap of public transportation using ticket data of the present invention comprises: using a transfer gap scanning module to scan or filter out a second station of at least one second vehicle within a set range around the first station using the GPS (Global Positioning System) coordinates of the first station of the first vehicle, so as to obtain a first timetable of the first vehicle and a second timetable of the second vehicle within the set range around the first station by the transfer gap scanning module; calculating the transfer time gap between the first station and the second station according to the arrival time difference between the first timetable of the first vehicle and the second timetable of the second vehicle, and calculating the transfer time gap between the first station and the second station according to the GPS coordinates of the first station and the GPS coordinates of the second station by the transfer gap scanning module. The transfer space gap between the first station and the second station is calculated based on the estimated transfer walking time of the distance of the PS coordinates; and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring and the actual transfer interval time between the first station of the first vehicle and the second station of the second vehicle, so as to adjust the second timetable of the second vehicle or the position of the second station according to the transfer time gap and transfer space gap between the first station and the second station calculated by the transfer gap scanning module and the actual number of passengers transferring and the actual transfer interval time between the first station and the second station matched by the transfer gap quantitative evaluation module.

The computer-readable medium of the present invention is applied to a computing device or a computer, and stores instructions to execute the above-mentioned method of analyzing public transportation transfer gaps using ticket data.

In order to make the above features and advantages of the present invention more clearly understandable, the following examples are given and detailed descriptions are provided in conjunction with the attached drawings. The following description will partially explain the additional features and advantages of the present invention, and these features and advantages will be partially known from the description or can be learned through the practice of the present invention. It should be understood that both the general description above and the detailed description below are exemplary and explanatory, and are not intended to limit the scope of the present invention.

1: A system that uses ticket data to analyze public transportation transfer gaps

10: Transfer gap scanning module

20: Transfer gap quantitative evaluation module

30: Database

40: First Sports Tool

41: First station

42: First Schedule

43: First ticket information

50: Second sports tool

51: Second station

52: Second timetable

53: Second ticket information

A1: Transfer time gap

A2: Transfer space gap

S1 to S3: Steps

Figure 1 is a schematic diagram of the architecture of the system for analyzing public transportation transfer gaps using ticket data described in the present invention.

Figure 2 is a schematic diagram of the process of the method of using ticket data to analyze public transportation transfer gaps described in the present invention.

The following describes the implementation of the present invention through a specific concrete implementation form. People familiar with this technology can understand other advantages and effects of the present invention from the content disclosed in this manual, and can also implement or use it through other different specific equivalent implementation forms.

FIG1 is a schematic diagram of the structure of the system 1 for analyzing the gaps in public transportation transfers using ticket data described in the present invention, and FIG2 is a schematic diagram of the process of the method for analyzing the gaps in public transportation transfers using ticket data described in the present invention.

As shown in FIG1 , a system 1 for analyzing transfer gaps in public transportation using ticket data may include a transfer gap scanning module 10, a transfer gap quantitative evaluation module 20, and a database 30, which are interconnected or communicated with each other, and the transfer gap scanning module 10 can actively (automatically) scan and analyze the transfer time gap A1 and transfer space gap A2 between the first station 41 of the first (such as rail/MRT) vehicle 40 and the second station 51 of the second (such as highway/MRT) vehicle 50 taken by the relevant passengers in the public transportation system.

In one embodiment, the transfer gap scanning module 10 may be a transfer gap scanner (chip/circuit), a transfer gap scanning software (program), etc., the transfer gap quantitative evaluation module 20 may be a transfer gap quantitative evaluator (chip/circuit), a transfer gap quantitative evaluation software (program), etc., and the database 30 may be a data server, a data storage device, a data memory, a data memory card, a data hard drive (such as a cloud hard drive), and other data storage media. The system 1 for analyzing transfer gaps in public transportation using ticket data, the transfer gap scanning module 10 and/or the transfer gap quantitative evaluation module 20 can be installed or executed in at least one computer or server and other electronic devices. The computer can be a personal computer, a laptop, a tablet computer, a mainframe computer, etc., and the server can be a central server, a cloud server, a network server, a remote server, etc.

In one embodiment, the public transportation or public transportation system of the present invention may include a first transportation tool 40 and a second transportation tool 50, etc. The first transportation tool 40 may be various railway transportation tools such as high-speed rail (such as Taiwan High Speed Rail/Taiwan High Speed Rail), Taiwan Railway (such as Taiwan Railway/Train), etc., and the second transportation tool 50 may be various road transportation tools such as buses and highway passenger transportation. The first station 41 may be various railway stations or stations such as high-speed rail stations, Taiwan Railway stations (train stations), etc., and the second station 51 may be various road stations or stations such as buses and highway passenger transportation. The station can be a station, a stop or a route sign, etc. The first (such as railway) ticket data 43 and the second (such as highway) ticket data 53 can be the card swiping data of the personal ticket (such as passenger ticket) of the first vehicle 40 and the second vehicle 50, etc. The transfer route can be the route for passengers to transfer (transfer/move) from the first station 41 of the first vehicle 40 to the second station 51 of the surrounding second vehicle 50. Passengers can be tourists, visitors, passengers, etc. The Global Positioning System (GPS) can also be called a satellite positioning system, a global satellite positioning system, etc. "At least one" can represent more than one (such as one, two or more than three), "plurality" can represent more than two (such as two, three, four, five or more than ten), and "connection or communication" can represent mutual connection or communication in a wired or wireless manner. However, the present invention is not limited to the above.

As shown in step S1 of FIG. 1 and FIG. 2 , the transfer gap scanning module 10 uses the GPS (Global Positioning System) coordinates of the first station 41 of the first vehicle 40 to scan or filter out at least one second station 51 of the second vehicle 50 within the set range around the first station 41, so as to obtain the first timetable 42 of the first vehicle 40 and the second timetable 52 of the second vehicle 50 within the set range around the first station 41 by the transfer gap scanning module 10.

As shown in step S2 of FIG. 1 and FIG. 2 , the transfer gap scanning module 10 calculates the transfer time gap A1 between the first station 41 and the second station 51 according to the arrival time difference between the first timetable 42 of the first transportation vehicle 40 and the second timetable 52 of the second transportation vehicle 50, and the transfer gap scanning module 10 calculates the transfer space gap A2 between the first station 41 and the second station 51 according to the estimated transfer walking time based on the distance between the GPS coordinates of the first station 41 and the GPS coordinates of the second station 51.

As shown in step S3 of FIG. 1 and FIG. 2 , the transfer gap quantitative evaluation module 20 introduces or receives the first ticket data of the first vehicle 40 and the second ticket data of the second vehicle 50 to match the actual number of passengers transferring and the actual transfer interval between the first station 41 of the first vehicle 40 and the second station 51 of the second vehicle 50, so as to accurately adjust the second timetable 52 of the second vehicle 50 or the position of the second station 51 according to the transfer time gap A1 and the transfer space gap A2 between the first station 41 and the second station 51 calculated by the transfer gap scanning module 10 and the actual number of passengers transferring and the actual transfer interval between the first station 41 and the second station 51 matched by the transfer gap quantitative evaluation module 20.

For example, the transfer gap scanning module 10 can use the GPS coordinates of the first station 41 (such as a high-speed rail station or a Taiwan Railway station) of the first vehicle 40 to scan or filter out at least one (such as multiple) second stations 51 (such as route signs) of the second vehicle 50 (such as a bus/highway passenger transport) within a set range (such as 500 meters) around the first station 41, so that the transfer gap scanning module 10 can obtain (interface) the first timetable 42 (such as an arrival timetable) of the first vehicle 40 (such as a high-speed rail/Taiwan Railway) and the second timetable 52 (such as a train schedule) of the second vehicle 50 within the set range around the first vehicle 40.

In addition, the transfer gap scanning module 10 can analyze the transfer walking distance between the first station 41 of the first vehicle 40 and the second station 51 of the second vehicle 50, and calculate the transfer time gap A1 between the first station 41 and the second station 51 according to the arrival time difference between the first timetable 42 (such as the arrival timetable) of the first vehicle 40 and the second timetable 52 (such as the train schedule) of the second vehicle 50, and the transfer gap scanning module 10 can calculate (estimate) the transfer walking time between the first station 41 and the second station 51 as the transfer space gap A2 according to the distance between the GPS coordinates of the first station 41 of the first vehicle 40 and the GPS coordinates of the second station 51 of the second vehicle 50.

At the same time, the transfer gap quantitative evaluation module 20 can import or receive the first ticket data 43 of the first vehicle 40 and the second ticket data 53 of the second vehicle 50 to match (analyze) the actual number of passengers transferring from the first vehicle 40 to the second vehicle 50 and the actual transfer interval time (such as the number of passengers and the interval time for the same passenger to enter and exit the first station 41 and the second station 51 to swipe the card).

Therefore, the present invention can construct an operating procedure (such as a standardized operating procedure SOP) that can evaluate the transfer gap index (such as the effective time gap per person) of each transfer route, so as to facilitate the management unit (such as the public transportation service management unit) to accurately adjust (such as dynamically/flexibly adjust) the second timetable 52 (such as the bus schedule) of the second vehicle 50 of each transfer route or the position of the second station 51 according to the transfer time gap A1, transfer space gap A2, actual number of transfer passengers and actual transfer interval time between the first station 41 and the second station 51, so as to improve the service level of the first vehicle 40 and the second vehicle 50 and other public transportation systems for passengers.

The transfer gap scanning module 10 can store the station information of the first station 41 (such as a high-speed rail station or a Taiwan Railway station) of the first transportation vehicle 40 and the station information of the second station 51 of the second transportation vehicle 50 (such as a bus/highway passenger transport) within the surrounding set range through the database 30, and store the first timetable 42 (such as an arrival timetable) of the first transportation vehicle 40 and the second timetable 52 (such as a shift timetable) of the second transportation vehicle 50 through the database 30. The transfer gap scanning module 10 can also calculate the distance between the GPS (Global Positioning System) coordinates of the first station 41 of the first vehicle 40 and the GPS (Global Positioning System) coordinates of the second station 51 (such as a route sign) of the second vehicle 50 of each transfer route, so that the transfer gap scanning module 10 stores the distance between the first station 41 of the first vehicle 40 and the second station 51 of the second vehicle 50 in the database 30.

The transfer gap scanning module 10 can periodically (e.g., daily) actively or automatically obtain (interface) the station information of the first station 41 of the first vehicle 40 (e.g., High Speed Rail/Taiwan Railway) and the second station 51 of the second vehicle 50 (e.g., bus/road passenger transport), and store the second timetable 52 (e.g., the train schedule) of the second station 51 of the second vehicle 50 around the first station 41 of the first vehicle 40 in the future period of time (e.g., one week) to the database 30. The transfer gap scanning module 10 can also use the arrival time of the first vehicle 40 as a reference to calculate the difference in arrival time between the first stop 41 of the first vehicle 40 and the transfer route of the surrounding second vehicle 50 (such as bus/highway passenger transport) within a period of time (such as 30 minutes) after the arrival time of the first vehicle 40 as the transfer time gap A1.

For example, the transfer gap scanning module 10 can analyze the range (distribution status) of at least two (e.g., three) transfer time gaps A1 of the train schedules of each transfer route according to a predetermined time range (e.g., 10 minutes), such as the range of the first to third transfer time gaps A1 listed below. That is, [1] the range of the first transfer time slot A1 may be that the transfer time slot A1 is less than or equal to the first predetermined time range (e.g. <=10 minutes), [2] the range of the second transfer time slot A1 may be that the transfer time slot A1 is greater than the first predetermined time range (e.g. >10 minutes) and less than or equal to the second predetermined time range (e.g. <=20 minutes), [3] the range of the third transfer time slot A1 may be that the transfer time slot A1 is greater than the second predetermined time range (e.g. >20 minutes) and less than or equal to the third predetermined time range (e.g. <=30 minutes).

The transfer gap quantitative evaluation module 20 can import (obtain) the first ticket data 43 of the first transportation vehicle 40 (such as the high-speed rail/Taiwan Railway) to analyze the trip data of the first station 41 (such as the high-speed rail station or the Taiwan Railway station) of the first transportation vehicle 40, and then the transfer gap quantitative evaluation module 20 compares the first ticket data 43 of all the same passengers with the second ticket data 53 of the second transportation vehicle 50 (such as the bus/road passenger transport) transferred after leaving the first station 41 of the first transportation vehicle 40. The transfer gap quantitative evaluation module 20 calculates the actual number of passengers who transfer to the second vehicle 50 from the first station 41 of the first vehicle 40 (such as the number of passengers/number of people on the moving line) and the actual transfer interval time (such as the number of passengers who enter and exit the first station 41 and the second station 51 to swipe their cards and the interval time) according to the matching results of the first ticket data 43 of the first vehicle 40 and the second ticket data 53 of the second vehicle 50.

The transfer gap quantitative evaluation module 20 can combine the transfer time gap A1 and the transfer space gap A2 between the first station 41 and the second station 51 of each transfer route calculated by the transfer gap scanning module 10, and comprehensively consider the transfer time gap A1 and the transfer space gap A2 between the first station 41 and the second station 51 of each transfer route, so as to construct an evaluation procedure of the quantitative index of the transfer gap of each transfer route according to the following formulas (1) to (6).

In one embodiment of the present invention, the first station 41 of the first transport 40 is taken as the Nangang Station of the High Speed Rail as an example for explanation as follows, and the setting range around the first station 41 of the first transport 40 is set to, for example, 500 meters.

For example, the transfer gap scanning module 10 can record in the database 30 the longitude and latitude of the GPS (Global Positioning System) coordinates of the first station 41 (such as the High Speed Rail Nangang Station) of the first vehicle 40 and the second station 51 (such as the Nangang Transfer West Station of the passenger station) of the second vehicle 50 (such as highway passenger transport) on its transfer route within a set range (such as 500 meters) around the first station 41 (such as the High Speed Rail Nangang Station) of the first vehicle 40, as shown in Table 1 and Table 2 below.

Table 1: Provides the longitude and latitude of the GPS (Global Positioning System) coordinates of the first station 41 (such as the High Speed Rail Nangang Station) of the first vehicle 40 (such as the High Speed Rail).

Table 2: Mainly provides the longitude and latitude of the GPS (Global Positioning System) coordinates of the second station 51 (such as Nangang Transfer West Station) of the second transportation 50 (such as highway passenger transportation) of the transfer route, and also provides the route name of the transfer route.

The transfer gap scanning module 10 can calculate the transfer space distance (e.g., the walking distance is 100 meters) between the first station 41 (e.g., the Nangang Station of the High Speed Rail) of the first transport 40 (e.g., the High Speed Rail) and the second station 51 (e.g., the Nangang Transfer West Station) of the second transport 50 (e.g., the Highway Passenger Transport), and then the transfer gap scanning module 10 calculates the transfer space distance between the first station 41 of the first transport 40 and the second station 51 of the second transport 50 (e.g., the Highway Passenger Transport). The transfer space distance between the two stations 51 is converted by, for example, the average walking distance of a general passenger (person) in a congested environment is 0.6 meters/second to obtain the transfer walking time between the first station 41 and the second station 51 as the transfer space gap A2, that is, the transfer space gap = 100 meters/0.6 meters/60 seconds = 2.78 minutes, as shown in Table 3 below.

Table 3: Provides the transfer space distance and transfer space gap A2 of the first station 41 of the first means of transportation 40 (such as high-speed rail) (if the first station of the transfer starting point is the high-speed rail Nangang Station) to transfer to the second means of transportation 50 (if the second station of the transfer destination is highway passenger transportation [1878]: Yilan → Yuanshan (National Highway 5)).

For example, the present invention uses the first timetable 42 (such as the arrival timetable) of the second transportation tool 50 on Monday (such as the highway passenger transportation [1878] Yuanshan → Yilan (National Highway No. 5)) at the first station 41 (such as the high-speed rail Nangang Station) and the second timetable 52 (such as the train schedule) at the second station 51 (such as the Nangang Transfer West Station) as an example to illustrate the calculation process of the transfer gap scanning module 10 for the time gap as follows.

First, the transfer gap scanning module 10 can read the first timetable 42 (such as the arrival timetable) of the first station 41 (such as the high-speed rail Nangang Station) of the acquired (interconnected) first transportation vehicle 40 (such as the high-speed rail), as shown in Table 4 below.

Table 4: Provides a first timetable 42 (such as an arrival timetable) of a first station 41 (such as the Nangang Station of the High Speed Rail) of a first transportation tool 40 (such as the High Speed Rail).

Then, the transfer gap scanning module 10 can read the second timetable 52 (such as the bus schedule) of the obtained (interfaced) second transportation tool 50 (such as highway bus [1878] Yuanshan → Yilan (National Highway 5)) at the second station 51 (such as Nangang Transfer West Station), as shown in the following table 5.

Table 5: Provides a second timetable 52 (such as a bus schedule) for the route of the second transportation tool 50 (such as highway bus [1878] Yuanshan → Yilan (National Highway 5)) at the second station 51 (such as Nangang Transfer West Station).

The transfer gap scanning module 10 can use the arrival time of the first transportation vehicle 40 (such as the high-speed rail) as a benchmark to calculate the arrival time difference of the second transportation vehicle 50's movement line (such as [1878] Yuanshan → Yilan (National Highway 5)) at the second station 51 (such as the Nangang Transfer West Station) in a period of time (such as 30 minutes) after each movement of the first transportation vehicle 40 arrives at the first station 41, as the transfer time gap A1, and the transfer gap scanning module 10 analyzes the range (distribution status) of the transfer time gap A1 of the movement line of the second transportation vehicle 50 to the movement of the first transportation vehicle 40 (such as the high-speed rail) according to the predetermined time range (such as 10 minutes).

For example, the analysis results (e.g., number of trains) of the range (distribution status) of the transfer time slot A1 of the first means of transport 40 (e.g., high-speed rail) may include: [1] the number of trains within the first range of transfer time slot A1 is the number of trains whose transfer time slot A1 is less than or equal to the first predetermined time range (e.g., <= 10 minutes); [2] the number of trains within the second range of transfer time slot A1 is the number of trains whose transfer time slot A1 is less than or equal to the first predetermined time range (e.g., <= 10 minutes); The number of trains with a transfer time gap A1 greater than the first scheduled time range (e.g. >10 minutes) and less than or equal to the second scheduled time range (e.g. <=20 minutes), [3] The number of trains with a transfer time gap A1 greater than the second scheduled time range (e.g. >20 minutes) and less than or equal to the third scheduled time range (e.g. <=30 minutes), as shown in Table 6 below.

Table 6: provides analysis results of the range (distribution status) of at least two types (such as the first to third types) of transfer time slots A1 of the first transportation vehicle 40 (such as high-speed rail), such as the number of trains in the range of transfer time slots.

The transfer gap quantitative evaluation module 20 can collect the first ticket data 43 of the first means of transportation 40 (such as high-speed rail) and the second ticket data 53 of the second means of transportation 50 (such as highway passenger transportation) to analyze the trip data (such as the number of people on the route) of all the same passengers who took the first means of transportation 40 (such as high-speed rail) and the second means of transportation 50 (such as highway passenger transportation [1878] Yuanshan→Yilan (National Highway No. 5)) on the same day, and then the transfer gap quantitative evaluation module 20 compares the first ticket data 43 of the first means of transportation 40 of all the same passengers with the first station 41 (such as high-speed rail South Station) of the first means of transportation 40. The second ticket data 53 of the second means of transport 50 transferred after exiting the first station (port station) is matched (analyzed) so that the transfer gap quantitative evaluation module 20 can calculate the actual number of transfer passengers (such as the number of passengers/number of passengers on the moving line) and the actual transfer interval time (such as the number of passengers and interval time of the same passenger entering and exiting the first station 41 and the second station 51 to swipe the card) of each first means of transport 40 (such as high-speed rail) after arriving at the station and transferring to the second means of transport 50 (such as highway passenger transport) according to the matching results of the first ticket data 43 of the first means of transport 40 and the second ticket data 53 of the second means of transport 50, as shown in Table 7 below.

Table 7: Provides the actual number of transfer passengers (e.g., number of passengers/number of passengers on the route) and the actual transfer interval time (e.g., number of passengers and interval time for the same passenger to enter and exit the first station 41 and the second station 51 to swipe their card) based on the first timetable 42 (e.g., arrival timetable) of the first transportation means 40 (e.g., high-speed rail) at the first station 41 (e.g., high-speed rail Nangang Station).

The transfer gap quantification evaluation module 20 can define or calculate the time gap standard value of the first transportation vehicle 40 (such as high-speed rail) in each time period, so that the transfer gap quantification evaluation module 20 quantifies the values of the transfer time gap A1 and the transfer space gap A2 (such as transfer walking time) between the first station 41 and the second station 51 according to the time gap standard value of the first transportation vehicle 40. For example, the transfer gap quantitative evaluation module 20 can define or calculate the transfer time gap of the closest time within the time gap range between the first station 41 and the second station 51 according to the following formula (1), so that the transfer gap quantitative evaluation module 20 can calculate the time gap standard value of the first vehicle 40 according to the transfer time gap of the closest time within the time gap range as shown in the following table 8.

t _s =Min(t _g )......(1)

In the above formula (1), _ts may represent a standard time gap value, such as a standard time gap value of a transfer from a first means of transport 40 (such as a high-speed rail) to a second means of transport 50 (such as a highway passenger transport) on route j. _tg may represent a transfer time gap, such as a transfer time gap within a time gap range of a transfer from a first means of transport 40 (such as a high-speed rail) to a second means of transport 50 (such as a highway passenger transport) on route j. Min may represent a minimum value of a transfer time gap, such as a transfer time gap of the closest time within the time gap range.

Table 8: Provides standard values of time gap for transferring to a second means of transportation 50 (such as highway bus [1878] Yuanshan → Yilan (National Highway 5)) based on a first timetable 42 (such as an arrival timetable) at a first stop 41 (such as the High Speed Rail Nangang Station) of a first means of transportation 40 (such as the High Speed Rail).

The transfer gap quantitative evaluation module 20 can use the time gap standard value (e.g., in minutes) of the minimum transfer time gap range of each train of the first transportation vehicle 40 (e.g., high-speed rail) as the calculation basis for the transfer time gap A1, and then the transfer gap quantitative evaluation module 20 calculates the effective time gap of each train of the first transportation vehicle 40 (e.g., high-speed rail) by subtracting the transfer walking time converted from the transfer space gap A2 and the actual transfer interval time value obtained from the ticket data from the time gap standard value to obtain the necessary transfer time, as shown in the following formula (2). At the same time, the transfer gap quantitative evaluation module 20 can define the calculation method of the necessary transfer time of each train of the first transportation vehicle 40 (such as high-speed rail) as shown in the following formula (3), and the calculation result of the necessary transfer time of each train of the first transportation vehicle 40 (such as high-speed rail) obtained according to formula (3) is shown in the following Table 9.

T _ij =t _min -t _w ......(2)

t _w =Max(t _d ,t _r )......(3)

In the above formula (2) and formula (3), _Tij may represent the effective time gap, such as the effective time gap of the first means of transport 40 (such as high-speed rail) from the train i to the second means of transport 50 (such as road passenger transport) on the route j. _Tmin may also represent the time gap standard value, such as the time gap standard value (such as the time gap standard value of the minimum transfer time gap range) of the first means of transport 40 (such as high-speed rail) from the train i to the second means of transport 50 (such as road passenger transport). _Tw may represent the necessary transfer time, such as the necessary transfer time obtained by taking the maximum value of the transfer walking time converted from the transfer space gap A2 and the actual transfer interval time. _Td may represent the transfer walking time, such as the transfer walking time converted from the transfer space gap A2. t _r may represent the actual transfer interval time.

Table 9: mainly provides the necessary transfer time for transferring from the first station 41 (such as the Nangang Station of the High Speed Rail) of the first means of transportation 40 (such as the High Speed Rail) to the first timetable 42 (such as the arrival timetable) of the second means of transportation 50 (such as the highway bus [1878] Yuanshan → Yilan (National Highway 5)), and also provides the transfer walking time converted from the transfer space gap A2 and the actual transfer interval time.

For example, the transfer gap quantitative evaluation module 20 can illustrate the calculation method of the above formulas (1) to (3) by taking a train that arrives at the first station 41 (such as the high-speed rail Nangang Station) of the first means of transport 40 (such as the high-speed rail) at 08:00. The time gap standard value of this train is 10 minutes, and the required transfer time is 5.5 minutes. Therefore, the transfer gap quantitative evaluation module 20 can subtract the time gap standard value from the required transfer time to obtain the effective time gap of this train as 4.5 minutes, as shown in Table 10 below.

Table 10: Provides a method for calculating the effective time gap for transferring from a first means of transportation 40 (such as high-speed rail) at, for example, 08:00 to a second means of transportation 50 (such as road passenger transportation) at route j.

The transfer gap quantitative evaluation module 20 can also illustrate the calculation method of the above formulas (1) to (3) by taking a train that arrives at the first station 41 (such as the Nangang Station of the high-speed rail) of the first means of transport 40 (such as the high-speed rail) at 21:00. The time gap standard value of this train is 30 minutes, and the required transfer time is 3.2 minutes. Therefore, the transfer gap quantitative evaluation module 20 can subtract the time gap standard value from the required transfer time to obtain the effective time gap of this train as 26.8 minutes, as shown in Table 11 below.

Table 11: Provides a method for calculating the effective time gap of a first means of transportation 40 (such as high-speed rail) with a time of, for example, 21:00 when transferring from a bus i to a second means of transportation 50 (such as road passenger transportation) on route j.

The transfer gap quantitative evaluation module 20 can comprehensively consider the number of transfer passengers of each train i of the first means of transport 40 (such as high-speed rail), so as to calculate the effective time gap of the number of passengers of each train i of the first means of transport 40 (such as high-speed rail) according to the effective time gap of each train i of the first means of transport 40 (such as high-speed rail) and the number of transfer passengers. For example, the transfer gap quantitative evaluation module 20 can multiply the effective time gap of train i by the number of transfer passengers to calculate the effective time gap of train i, as shown in the following formula (4).

TN _ij =T _ij ＊N _ij ......(4)

In the above formula (4), TN _ij may represent the effective time gap of the number of passengers, for example, the effective time gap of the number of passengers when the first means of transport 40 (such as high-speed rail) of train number i transfers to the second means of transport 50 (such as road passenger transport) of route j. T _ij may represent the effective time gap, for example, the effective time gap of the first means of transport 40 (such as high-speed rail) of train number i transfers to the second means of transport 50 (such as road passenger transport) of route j. N _ij may represent the number of passengers who transfer, for example, the number of passengers who transfer from the first means of transport 40 (such as high-speed rail) of train number i to the second means of transport 50 (such as road passenger transport) of route j.

The transfer gap quantitative evaluation module 20 can calculate the effective time gap of each trip of the first transportation vehicle 40 (such as high-speed rail) through the above formula (4), so as to sum up the effective time gap of all trips of the first transportation vehicle 40 (such as high-speed rail) on the same day to obtain the total effective time gap, and then the transfer gap quantitative evaluation module 20 divides the total effective time gap by the total number of transfer passengers to obtain the effective time gap per capita of the transfer route (transfer gap index). For example, the calculation methods of the total effective time gap and the effective time gap per capita of the transfer route (transfer gap index) adopted by the transfer gap quantitative evaluation module 20 can be shown in the following formulas (5) and (6) respectively.

TT _j =Σ _i TN _ij ......(5)

In the above formula (5) and formula (6), _TTj may represent the total effective time slot, for example, the total effective time slot of route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport). _TNij may represent the effective time slot of the number of passengers, for example, the effective time slot of the number of passengers of route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport). _ATj may represent the effective time slot per capita of the transfer route, for example, the effective time slot per capita of the transfer route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport) (transfer slot index). _Nj may represent the total number of transfer passengers, for example, the total number of transfer passengers of route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport).

。 The detailed calculation process of the transfer gap quantitative evaluation module 20 (such as the complete calculation method of transfer gap scanning and analysis) can be shown in Table 12 below, where the transfer gap quantitative evaluation module 20 calculates the effective time gap per person of the transfer route (transfer gap index) as follows:

.

Table 12: Provides the detailed calculation process of the transfer gap quantitative evaluation module 20 (such as the complete calculation method of transfer gap scanning and analysis).

The management unit (such as the public transportation service management unit) can use the value of the effective time gap per capita of the transfer route (transfer gap index) calculated by the transfer gap quantitative evaluation module 20 as an index value (such as the primary index value) to evaluate the transfer gap size of the first transportation vehicle 40 (such as the High Speed Rail/Taiwan Railway) of a specific route using the effective time gap per capita of the transfer route (transfer gap index) calculated by the transfer gap quantitative evaluation module 20.

The transfer gap quantitative evaluation module 20 can also use a predetermined time range (such as 10 minutes) as the distribution range of the effective time gap per capita (transfer gap index) of the transfer route to define multiple (such as five) levels of transfer gaps, as shown in Table 13 below.

Table 13: Provides the levels of multiple (e.g., five) transfer slots, the values of the average effective time slots per person on the transfer routes (transfer slot indexes for transfer routes), and an explanation of the passengers’ transfer service experience.

If a management unit (such as a public transportation service management unit) wishes to further evaluate the gap distribution of trains in different time periods on the same day (single day) through the transfer gap quantitative evaluation module 20, the transfer gap quantitative evaluation module 20 can be used to consider the value of the effective time gap of each train of the first transportation vehicle 40 (such as the high-speed rail), as shown in Table 14 below. For example, it can be seen from Table 14 that the value of the effective time slot of the 21:00 train calculated by the transfer slot quantitative evaluation module 20 (e.g., 26.8 minutes) is much larger than the values of the effective time slots of the trains in other time periods (e.g., 4.5 minutes or 7 minutes). Therefore, the management unit can comprehensively consider the values of the effective time slots of each time period through the transfer slot quantitative evaluation module 20, and use the transfer slot quantitative evaluation module 20 to decide whether to adjust the second timetable 52 (e.g., the train schedule) of the second means of transport 50 to be transferred according to the values of the effective time slots of each time period.

Table 14: Provides the effective time slots of each train of the first transport 40 (such as high-speed rail).

In addition, the present invention also provides a computer-readable medium for analyzing the gaps in public transportation transfers using ticket data, which is applied to a computing device or computer having a processor and/or a memory, and the computer-readable medium stores instructions, and the computing device or computer can execute the computer-readable medium through the processor and/or the memory to execute the above content when executing the computer-readable medium. For example, the processor can be a microprocessor, a central processing unit (CPU), a graphics processing unit (GPU), etc., and the memory can be a random access memory (RAM), a memory card, a hard disk (such as a cloud/network hard disk), a database, etc., but is not limited thereto.

In summary, the system, method and computer-readable medium for analyzing public transportation transfer gaps using ticket data described in the present invention have at least the following features, advantages or technical effects.

1. The present invention can comprehensively consider and quantify multiple modes of transportation, such as the distance between the first station of the first mode of transportation (such as high-speed rail/Taiwan Railway/MRT) and the second station of the second mode of transportation (such as MRT/bus/highway passenger transportation) and the arrival time difference of the train (such as the first timetable/second timetable), and can also introduce or receive the first ticket data of the first mode of transportation and the second ticket data of the second mode of transportation, and is also conducive to matching (analyzing) the actual number of transfer passengers and the actual transfer interval time from the first mode of transportation to the second mode of transportation (such as the number of passengers and the interval time of the same passenger entering and exiting the first station and the second station to swipe the card).

2. The present invention can construct an operating procedure (such as a standardized operating procedure SOP) that can evaluate the transfer gap index (such as the effective time gap per person) of each transfer route, so as to facilitate the management unit (such as the public transportation service management unit) to accurately adjust (such as dynamic/flexible adjustment) the second timetable (such as the bus schedule) or the location of the second station of the second means of transportation of each transfer route according to the transfer time gap between the first station and the second station, the transfer space gap, the actual number of transfer passengers and the actual transfer interval time, and also improve the service level of the first means of transportation and the second means of transportation for passengers.

3. The transfer gap scanning module of the present invention can obtain (interface) the first timetable (such as the arrival timetable) of the first means of transport (such as the high-speed rail/Taiwan Railway, etc.) and the second timetable (such as the route timetable) of the second means of transport (such as the bus/highway passenger transport) within the set range around it, and can also make good use of the arrival time difference between the first means of transport and the second means of transport (such as the first timetable/second timetable) as a calculation factor for the transfer time gap between the first station and the second station, and can also combine the distance of the GPS (Global Positioning System) coordinates of the first means of transport and the second means of transport to calculate (estimate) the transfer walking time as the transfer space gap.

4. The transfer gap quantitative evaluation module of the present invention can analyze the actual number of transfer passengers of each transfer route through the actual number of passengers transferring from the first ticket data of the first vehicle and the second ticket data of the second vehicle, so as to find the transfer route with the actual number of passengers transferring from the first vehicle to the second vehicle, and also to match or analyze the first ticket data of the first vehicle and the second ticket data of the second vehicle of all the same passengers.

5. The transfer gap quantitative evaluation module of the present invention can combine the transfer time gap of each transfer route of the second means of transportation calculated by the transfer gap scanning module (such as using the arrival time difference between the first timetable of the first station and the second timetable of the second station as a calculation factor) and the transfer space gap (such as using the transfer walking time as a calculation factor), and can also construct an evaluation procedure for the quantitative indicators of the transfer gap of each transfer route.

6. The transfer gap scanning module of the present invention can analyze the transfer walking distance between the first station of the first vehicle and the second station of the second vehicle, and can also use the arrival time difference between the first timetable of the first vehicle (such as the arrival timetable) and the second timetable of the second vehicle (such as the train schedule) as the calculation factor of the transfer time gap. The transfer gap quantitative evaluation module can import or receive the first ticket data of the first vehicle and the second ticket data of the second vehicle to match (analyze) the actual number of passengers transferring and the actual transfer interval time (such as the number and interval time of the same passenger entering and exiting the first station and the second station to swipe the card).

7. The industries to which this invention may be applied include, for example, the mass transportation industry or the public transportation industry, and the products to which this invention may be applied include, for example, mass transportation products or public transportation products, but are not limited thereto.

The above implementation forms are only illustrative of the principles, features and effects of the present invention, and are not intended to limit the scope of implementation of the present invention. Anyone familiar with this technology can modify and change the above implementation forms without violating the spirit and scope of the present invention. Any equivalent changes and modifications completed using the content disclosed by the present invention should still be covered by the scope of the patent application. Therefore, the scope of protection of the present invention should be as listed in the scope of the patent application.

1: A system that uses ticket data to analyze public transportation transfer gaps

10: Transfer gap scanning module

20: Transfer gap quantitative evaluation module

30: Database

40: First Sports Tool

41: First station

42: First Schedule

43: First ticket information

50: Second sports tool

51: Second station

52: Second timetable

53: Second ticket information

A1: Transfer time gap

A2: Transfer space gap

Claims (17)

A system for analyzing transfer gaps in public transportation using ticket data includes: a transfer gap scanning module, which uses the global positioning system coordinates of a first station of a first vehicle to scan or filter out at least one second station of a second vehicle within a set range around the first station, so that the transfer gap scanning module obtains a first schedule of the first vehicle and a second schedule of the second vehicle within the set range around the first station, wherein the transfer gap scanning module calculates the transfer time gap between the first station and the second station according to the arrival time difference between the first schedule of the first vehicle and the second schedule of the second vehicle, and the transfer gap The transfer gap scanning module calculates the transfer space gap between the first station and the second station according to the estimated transfer walking time based on the distance between the GPS coordinates of the first station and the GPS coordinates of the second station; and a transfer gap quantitative evaluation module is connected to or communicates with the transfer gap scanning module, and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring and the actual transfer interval time between the first station of the first vehicle and the second station of the second vehicle, so as to use the transfer gap scanning module to calculate the transfer space gap between the first station and the second station according to the first timetable of the first vehicle. The transfer time gap between the first station and the second station is calculated based on the arrival time difference of the second timetable of the second means of transport, the transfer space gap between the first station and the second station is calculated based on the transfer walking time of the distance between the global positioning system coordinates of the first station and the global positioning system coordinates of the second station, and the transfer gap quantitative evaluation module adjusts the second timetable of the second means of transport or the position of the second station based on the actual number of passengers transferring between the first station and the second station and the actual transfer interval time matched with the first ticket data of the first means of transport and the second ticket data of the second means of transport. wherein the transfer gap quantitative evaluation module calculates the effective time gaps of the number of passengers of the multiple flights of the first means of transport, so that the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple flights of the first means of transport to obtain a total effective time gap, and then the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple flights of the first means of transport and divides the total effective time gap obtained by the total effective time gap by the total number of transfer passengers to obtain the effective time gap per capita of the transfer route, so that the transfer gap size of the flights of the first means of transport can be evaluated using the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module. In the system described in claim 1, the transfer gap scanning module further uses the arrival time of the first vehicle as a reference to calculate the arrival time difference of the second vehicle's movement line around the first station within a period of time after each of the first vehicle's trains arrive at the first station at the second timetable of the second station as the transfer time gap. The system as described in claim 1, wherein the transfer gap scanning module further analyzes the range of the first transfer time gap and the second transfer time gap of the train service of each transfer route according to the predetermined time range, wherein the range of the first transfer time gap is that the transfer time gap is less than or equal to the first predetermined time range, and the range of the second transfer time gap is that the transfer time gap is greater than the first predetermined time range and less than or equal to the second predetermined time range. The system as described in claim 1, wherein the transfer gap scanning module further calculates the transfer space distance between the first station of the first vehicle and the second station of the second vehicle, and then the transfer gap scanning module converts the transfer space distance between the first station of the first vehicle and the second station of the second vehicle according to the average walking distance of general passengers to obtain the transfer walking time between the first station and the second station as the transfer space gap. The system as described in claim 1, wherein the transfer gap quantitative assessment module further receives the first ticket data of the first vehicle to analyze the trip data of the first station of the first vehicle, and then the transfer gap quantitative assessment module matches the first ticket data of the first vehicle of all the same passengers with the second ticket data of the second vehicle transferred after leaving the first station of the first vehicle, so that the transfer gap quantitative assessment module can calculate the actual number of passengers who transfer to the second vehicle around the first station of the first vehicle and the actual transfer interval time according to the matching results of the first ticket data of the first vehicle and the second ticket data of the second vehicle. The system as described in claim 1, wherein the transfer gap quantitative evaluation module further calculates the transfer time gap of the closest time within the time gap range between the first station and the second station, so that the transfer gap quantitative evaluation module calculates the time gap standard value of the first means of transport according to the transfer time gap of the closest time within the time gap range. The system as described in claim 1, wherein the transfer gap quantitative evaluation module further uses the time gap standard value of each train of the first means of transport as the calculation basis of the transfer time gap, and then the transfer gap quantitative evaluation module calculates the effective time gap of each train of the first means of transport according to the time gap standard value and the transfer walking time converted from the transfer space gap. The system as described in claim 1, wherein the transfer gap quantitative evaluation module further uses the value of the effective time gap per capita of the transfer route as an index value, so as to evaluate the size of the transfer gap of the first transportation vehicle by using the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module, and the transfer gap quantitative evaluation module uses the predetermined time range as the distribution range of the effective time gap per capita of the transfer route to define a plurality of transfer gap levels. A method for analyzing public transportation transfer gaps using ticket data includes: using a transfer gap scanning module to scan or filter out at least one second station of a second vehicle within a set range around the first station using the global positioning system coordinates of the first station of a first vehicle, so that the transfer gap scanning module obtains a first timetable of the first vehicle and a second timetable of the second vehicle within the set range around the first station; and the transfer gap scanning module calculates the transfer time gap between the first station and the second station based on the arrival time difference between the first timetable of the first vehicle and the second timetable of the second vehicle. The transfer gap scanning module calculates the transfer space gap between the first station and the second station according to the estimated transfer walking time based on the distance between the GPS coordinates of the first station and the GPS coordinates of the second station; and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring between the first station of the first vehicle and the second station of the second vehicle and the actual transfer interval time, so as to use the transfer gap scanning module to calculate the actual transfer interval time based on the arrival time of the first timetable of the first vehicle and the second timetable of the second vehicle. The transfer time gap between the first station and the second station is calculated according to the time difference, the transfer space gap between the first station and the second station is calculated according to the transfer walking time based on the distance between the global positioning system coordinates of the first station and the global positioning system coordinates of the second station, and the transfer gap quantitative evaluation module adjusts the second schedule of the second transportation vehicle or the position of the second station according to the actual number of passengers transferring between the first station and the second station and the actual transfer interval time matched according to the first ticket data of the first transportation vehicle and the second ticket data of the second transportation vehicle; wherein the transfer The transfer gap quantitative evaluation module calculates the effective time gaps of the number of passengers of the multiple shifts of the first means of transport, and the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple shifts of the first means of transport to obtain the total effective time gap, and then the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple shifts of the first means of transport and divides the total effective time gap obtained by the total effective time gap by the total number of transfer passengers to obtain the effective time gap per capita of the transfer route, so as to use the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module to evaluate the size of the transfer gap of the shifts of the first means of transport. The method as described in claim 9 further includes the transfer gap scanning module using the arrival time of the first vehicle as a basis to calculate the arrival time difference of the second vehicle's movement line around the first station within a period of time after each of the first vehicle's trains arrive at the first station at the second timetable of the second station as the transfer time gap. The method as described in claim 9 further includes the transfer gap scanning module analyzing the range of the first transfer time gap and the second transfer time gap of the train services of each transfer route according to the predetermined time range, wherein the range of the first transfer time gap is that the transfer time gap is less than or equal to the first predetermined time range, and the range of the second transfer time gap is that the transfer time gap is greater than the first predetermined time range and less than or equal to the second predetermined time range. The method as described in claim 9 further includes calculating the transfer space distance between the first station of the first vehicle and the second station of the second vehicle by the transfer gap scanning module, and then converting the transfer space distance between the first station of the first vehicle and the second station of the second vehicle according to the average walking distance of general passengers by the transfer gap scanning module to obtain the transfer walking time between the first station and the second station as the transfer space gap. The method as described in claim 9 further includes receiving the first ticket data of the first vehicle by the transfer gap quantitative assessment module to analyze the trip data of the first station of the first vehicle, and then matching the first ticket data of the first vehicle of all the same passengers with the second ticket data of the second vehicle transferred after leaving the first station of the first vehicle, so that the transfer gap quantitative assessment module can calculate the actual number of passengers who transfer to the second vehicle around the first station of the first vehicle and the actual transfer interval time according to the matching results of the first ticket data of the first vehicle and the second ticket data of the second vehicle. The method as described in claim 9 further includes calculating the transfer time gap of the closest transfer time gap within the time gap range between the first station and the second station by the transfer time gap quantitative evaluation module, and calculating the time gap standard value of the first means of transport according to the transfer time gap of the closest transfer time gap within the time gap range by the transfer time gap quantitative evaluation module. The method as described in claim 9 further includes the transfer gap quantitative evaluation module using the time gap standard value of each train of the first means of transport as the calculation basis of the transfer time gap, and then the transfer gap quantitative evaluation module calculates the effective time gap of each train of the first means of transport based on the time gap standard value and the transfer walking time converted from the transfer space gap. The method as described in claim 9 further includes the transfer gap quantitative evaluation module using the value of the effective time gap per capita of the transfer route as an index value to evaluate the size of the transfer gap of the first means of transport using the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module, and the transfer gap quantitative evaluation module using a predetermined time range as the distribution range of the effective time gap per capita of the transfer route to define a plurality of levels of transfer gaps. A computer-readable medium, used in a computing device or a computer, stores instructions for executing a method of using ticket data to analyze public transportation transfer gaps as described in any one of claims 9 to 16.

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