WO2014061111A1 - 交通分析システム - Google Patents
交通分析システム Download PDFInfo
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- WO2014061111A1 WO2014061111A1 PCT/JP2012/076750 JP2012076750W WO2014061111A1 WO 2014061111 A1 WO2014061111 A1 WO 2014061111A1 JP 2012076750 W JP2012076750 W JP 2012076750W WO 2014061111 A1 WO2014061111 A1 WO 2014061111A1
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- route
- time
- analysis system
- departure
- traffic analysis
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- 238000004458 analytical method Methods 0.000 title claims description 30
- 238000010586 diagram Methods 0.000 claims description 63
- 238000012546 transfer Methods 0.000 claims description 36
- 238000011156 evaluation Methods 0.000 claims description 20
- 238000004364 calculation method Methods 0.000 claims description 17
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- 238000000034 method Methods 0.000 abstract description 89
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
- G06N5/00—Computing arrangements using knowledge-based models
- G06N5/04—Inference or reasoning models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
- G08G1/127—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station
Definitions
- the present invention is based on information indicating a user's boarding position, boarding time, boarding position, boarding time, and other usage information collected by a transportation IC ticket when using public transportation.
- the present invention relates to a method and a system for estimating arrival time and departure time and generating a diagram representing operation results.
- the diagram representing the operation results is referred to as a departure / arrival diagram.
- a variety of transportation companies are working on optimizing operation management with the aim of improving the convenience of public transportation and increasing the efficiency of operation.
- operators of public transportation regularly revise train and bus service timetables to improve convenience for users and improve operation efficiency.
- One of the indicators is the congestion rate (boarding rate).
- boarding rate In order to determine the congestion rate of each train or vehicle with high accuracy, it is necessary to accurately know when and where each train or vehicle was located, and how many people were on the train or vehicle.
- Patent Document 1 discloses a system for identifying what route has been moved using the boarding position, boarding time, boarding position, boarding time, and planned train schedule of the boarding ticket.
- the present invention has been made in view of the above points, and the purpose thereof is a wide range of use and the boarding position based on data of a non-contact type IC card that can be used for a plurality of transportation facilities such as buses and trains. -Collecting information on boarding time, getting-off position, and getting-off time and estimating departure / arrival schedules over a wide area without the need for special equipment.
- a movement log in which a user ID, a boarding date and time, a getting off date and time, a boarding position and a getting off position are associated with each other, and a route ID and stop station information are associated with each other.
- a route analysis system using a database including a route master, wherein a travel log and a route master are extracted from the database, and a route including a boarding position and a getting-off position associated with the travel log is extracted based on the route master. If the presence or absence of the ID is confirmed, single route estimation information in which the confirmed route ID is associated with the movement log is generated, and stored in the database.
- the route estimation information is extracted from the database, and based on the route master, the distribution of the number of people getting off at the drop-off position included in the single route estimation information is calculated and calculated.
- the arrival date and departure date and time are calculated based on the obtained distribution of the number of people getting off, and the arrival and departure time diagram ID in which the getting off position, the calculated arrival date and time, departure date and time, and route ID are associated with each other is generated and stored in the database.
- a traffic analysis system characterized by comprising an estimation unit.
- the present invention it is possible to estimate the arrival / departure schedule in a wide range for all transportation facilities that can be used with a non-contact type IC card without installing a special device.
- FIG. 1 to FIG. 27 show an example of a system for estimating a departure / arrival diagram from non-contact type IC card data according to the present invention.
- FIG. 1 is a configuration diagram of the entire estimation system for a departure / arrival diagram using non-contact type IC card data according to the present embodiment.
- many users (100) who use transportation use a non-contact type IC card or a portable terminal (101) having an equivalent function in a ticket gate or a vehicle for using transportation. It passes through the installed reading terminal (102).
- Data acquired by the ticket gate or in-vehicle terminal is transmitted to the data server (110) via the network (107).
- This system (108) includes a data server (110), a calculation server (130), and an information distribution server (150), and stores usage data of a non-contact IC card or a portable terminal (104) having an equivalent function. Then, analysis processing is performed.
- the description of the functions and configurations of the non-contact type IC card and the ticket gate is omitted.
- the present system (108) can communicate with the business operator (186) and the users (181, 184) via the network (173).
- the system is described as a system composed of a server group of a data server (110), a calculation server (130), and an information distribution server (150). It is also possible to configure the server so that the functions of these server groups can be executed in parallel.
- the data server (110) records user data read by an IC card reader terminal such as a ticket gate in a data storage unit (111) in the server.
- the data to be collected and stored includes non-contact type IC card data (112), basic master data (113) related to stations, bus stops, and routes.
- the movement log data (116) obtained by primarily processing the non-contact type IC card data and the data are partially extracted from the movement log data, and the calculated single route user data (117) is calculated using these data.
- a departure / arrival diagram (118) and user number data (119) are stored.
- the basic master data (113) related to the station and route is updated / recorded as appropriate when there is a change or update regarding the route structure.
- These non-contact type IC card data (112) are desirably stored with sufficient consideration for privacy, such as encryption or anonymization so that an individual cannot be identified.
- the calculation server (130) processing for generating movement log data from data accumulated in the data server (110), processing for estimating users on a single line moving by one train or vehicle, arrival time of the train or vehicle The departure time, the process of estimating the congestion rate, the process of estimating the number of people using a certain train or vehicle, and the like are performed.
- the calculation server (130) mainly includes a network interface (131), a CPU (133), a memory (132), and a storage unit (142).
- the network interface (I / F (A)) is an interface for connecting to a network.
- the storage unit (142) includes a travel log generation program (134), a single route user estimation program (135), an arrival time estimation program (136), a departure time estimation program (137), a congestion rate estimation program (138), and a usage
- a program group such as a person number estimation program (139) and a data storage unit (141) for storing results of calculation processing and the like are included.
- the storage unit is, for example, a hard disk drive, a CD-ROM drive, or a flash memory, and various programs and various data may be divided and recorded on a plurality of recording devices.
- each program group When each program group is executed, data to be analyzed is read from the data server (110), temporarily stored in the memory (132), and each program (134, 135, 136, 137) is stored in the CPU (133). 138, 139) are read into the memory and executed to implement various functions.
- the timing of executing these programs may be performed, for example, every time new data is added to the user request timing or the data server (110), or automatically as a batch process at a predetermined time every day.
- the configuration may be executed automatically.
- the program group when data to be analyzed is transmitted in real time, the program group (134, 135, 136, 137, 138, 139) may process only newly added difference data, for example. Good.
- the information distribution server (150) includes a network interface (I / F (B)) (151) and (I / F (C)) (159), a CPU (153), a memory (154), and a recording device (152). Prepare.
- the network interface is an interface for connecting to a network.
- the recording device records various programs and various data, such as a hard disk drive, a CD-ROM drive, and a flash memory. Various programs and various data may be divided and recorded on a plurality of recording devices.
- the CPU (153) executes various functions by reading various programs (155, 156, 157) recorded in the recording device (152) into the memory (154) and executing them.
- the system operator (172) can check the status and calculation results of various programs of the information distribution server and the calculation server via the network (170) using the information terminal (171). Moreover, when estimating the congestion rate and waiting time, it is possible to set parameters in the simulation.
- Information such as simulation results, arrival / departure schedules, and passenger convenience evaluation results generated by this system (108) is distributed to users (181, 184) and business operators (186) via the network (173). And can be acquired by an information terminal (182, 183, 185) such as a portable terminal.
- FIG. 2 is a diagram showing an example of the data structure of typical data stored in the data server (110).
- the non-contact type IC card data (112) includes a log ID (200), a target user ID (201), a station or bus stop ID (202) associated with information indicating which data reading terminal has passed, It includes information such as the usage time (203) passed through the reading terminal and the usage type (204).
- the usage type is information indicating the type of processing such as “entrance” and “participation” for a ticket gate or an entrance gate, and “purchase” for a product sales terminal, for example.
- the non-contact type IC card data may be transmitted every time new data is generated, or may be transmitted in a lump in the midnight time period when usage is reduced.
- FIG. 3 is a diagram showing another example of the data structure of typical data stored in the data server (110).
- the travel log data (116) includes a log ID (300) for identifying the log, a target user ID (301), a boarding date and time (302) indicating the time when the use of the transportation means is started at the departure point, and an arrival point. Information such as the getting-off date and time (303), the boarding position station ID (304), and the getting-off position ID (305) indicating the time when the use of the transportation means is terminated is included.
- This movement log data (116) is data after primary processing generated from the non-contact type IC card data (112).
- FIG. 4 is a diagram showing another example of the data structure of typical data stored in the data server (110).
- the route master (115) is a route ID (400) for identifying a route, a route name (401), a route type (402) for identifying a normal train, an express train, a route bus, etc., and a stop at which each route stops. It contains information such as stations (403-405).
- FIG. 5 is a diagram showing another example of the data structure of typical data stored in the data server (110).
- the single line user estimation data (117) includes a log ID (500) for identifying a log, a target user ID (501), a boarding date and time (502), a getting off date and time (503), and a boarding position ID (504). , Information such as the getting-off position ID (505) and the route ID (400) of the route used.
- This single route user estimation data (117) is processing data generated using the movement log data (116) and the route master (115).
- FIG. 6 is a diagram showing another example of the data structure of typical data stored in the data server (110).
- the arrival / departure schedule data (118) includes an arrival / departure schedule ID (600) for identifying the departure / arrival schedule, its route ID (400), a stop station or a bus stop (602), an arrival time (603) estimated by the present invention, and a departure.
- the information of time (604) is included.
- FIG. 7 is a diagram for explaining the processing procedure of the movement log generation program (134) for generating the movement log data (116) from the non-contact type IC card data (112).
- the storage process to the data server (110) will be described as being performed by batch processing once every day at a predetermined time.
- non-contact type IC card data is read (process 700).
- the i-th row of data arranged in time series is read (process 703).
- a station (bus stop) ID serving as boarding position information and a using time serving as boarding time information are acquired (processing 705).
- the i-th line of the non-contact type IC card data is read (process 707).
- the use type of the record is participation (process 708)
- the user ID, the station (bus stop) ID serving as information on the getting-off position, and the use time serving as information on the getting-off time are obtained (process 709).
- a movement log ID which is a serial number, is assigned from the information acquired in process 705 and the information acquired in process 709, and the user ID, boarding time, boarding time, boarding position, and boarding position are output to the movement log data (process 710). If the record usage type is not participation in process 708, the next record is read. If the i-th line is not the last of the non-contact type IC card data, the process returns to the process 702, and if it is the last line, the process is terminated (process 712).
- FIG. 8 shows a single line user estimation data (117) for estimating a single line user who has not been transferred from the travel log data (116) until the user gets off after getting on. It is a figure explaining the process sequence of a route user estimation program (135).
- the single line user is a user who is very likely to have moved from the boarding position to the getting-off position by one train or one bus.
- the record in the i-th row of the movement log data is read (process 802). It is checked using the route master (115) whether or not there is a route including a combination in which the boarding position and the getting-off position are possible (process 803).
- a log ID that is a serial number of the single line user estimation data is assigned, and the user ID, the boarding time, the getting-off time, the boarding position, the getting-off position, and the discovered route ID are simply set. It outputs to route user estimation data (process 804). If the route does not exist as a result of the process 804, the process returns to the process 801. If the i-th line is the last record in the migration log, the process ends. If not, the process returns to process 801.
- FIG. 9 is a conceptual diagram showing the time distribution of the number of people getting off when paying attention to a certain station or bus stop on a certain route in the single route user estimation data (117).
- the horizontal axis represents time (907)
- the vertical axis represents the number of people getting off (901)
- a histogram corresponding to the number of people is drawn. Paying attention to a certain place, if you draw such a histogram of the number of people getting off, generally the part where the group of getting off appears continuously (902, 903, 904, 905) and the part where the person who gets off at all does not appear Divided into two.
- the histogram may be regarded as a mixed distribution, and peaks at a plurality of locations in the histogram may be detected by shape recognition. For example, there is a method of extracting a point at which the slope of the histogram changes from increasing to decreasing and setting a peak at a point where the change is larger than a certain threshold.
- FIG. 10 is a diagram for explaining the processing procedure of the arrival time estimation program (136) for estimating the arrival / departure schedule (118) from the single line user estimation data (117).
- process 1000 the date on which the arrival / departure schedule (118) is desired is designated (process 1000).
- the route ID which becomes the information of the extracted route and the information on the stop station (bus stop) of the route are acquired by the following procedure of the record of the Nth row in the route master (process 1003).
- the arrival time of each stop station (bus stop) on the extraction route is estimated.
- process 1005 The i-th row record of the single route user estimation data is read (processing 1006). It is determined whether the date of the data read in processing 1006, the specified date, and the route ID match the extracted route (processing 1007). If they match, the getting-off position ID (502) and the getting-off date and time (503) are acquired (process 1008). The distribution is updated by increasing the number of people getting off at the station or bus stop of the getting-off position ID by one (step 1009). If the record in the i-th row of the process 1006 is not the last record of the single route user estimation data, the process returns to the process 1005 (process 1010).
- the processing returns to processing 1005.
- the arrival / departure timetable ID (600) is assigned with the earliest time of the continuous histogram of the number of people getting off at each station (bus stop) as the arrival time, and the route ID (400), the stop station (bus stop) (602), and the arrival time (603) are output to the arrival / departure diagram data (118) (processing 1011). If the Nth row is the last record of the route master (115), the procedure is terminated, and if it is not the last record, the processing returns to the processing 1002.
- FIG. 11 illustrates the processing procedure of the departure time estimation program (137) for estimating departure time and outputting to the arrival / departure diagram (118) from the single route user estimation data (117) and the arrival / departure diagram (118) that estimated the arrival time. It is a figure to do.
- the date for obtaining the arrival / departure schedule (118) is designated (process 1100).
- the arrival time on the departure / arrival schedule is set as the departure time (process 1101).
- the i-th line record of the single line user estimation data is read (processing 1104).
- (A) Route ID (400), (b) Boarding position ID (504), (c) Boarding time (502) are acquired from the single route user estimation data (processing 1105).
- (A) and (b) look for data equal to the route ID of the departure / arrival schedule and the stop station (bus stop), and identify the route ID used by the user.
- the departure time of the boarding position is estimated from the time when the user boarded. If the boarding time is later than the departure time stored in the departure / arrival schedule, it means that the transportation has not started at least until the boarding time, so the departure time of the departure / arrival schedule (118) is shown in (c). Replace (processing 1106, 1107, 1108).
- the process is terminated. If the i-th line is not the last record, the process returns to process 1103. Also, if (c) is not slower than (d) in processing 1107, the processing returns to processing 1103.
- FIG. 12 shows the number of users from the movement log data (116) and the arrival / departure diagram (118) to the number of users until the train on which the user has boarded is identified, the number of users of each train is calculated, and the number of users data (119) is created. It is a figure explaining the process sequence of an estimation program (139).
- process 1200 the day on which the number of users is desired is designated (process 1200).
- the i-th record of the movement log data is read (process 1203). It is determined whether the date of the movement log matches the designated date (processing 1204).
- process 1205 If they match, all possible routes are calculated based on the departure / arrival schedule from the combination of the boarding position ID, the boarding position ID, the boarding time, and the boarding time, and the boarded train is specified (process 1205). Increase the number of users by 1 for each train. When there are a plurality of routes, an operation such as probabilistic allocation may be performed (processing 1206). If the i-th record is the last record of the movement log data, the process ends. If not, the process returns to process 1202.
- FIG. 13 is a diagram for explaining the processing procedure of the congestion rate estimation program (138) for estimating the congestion rate using the user number data (119).
- the day for which the congestion rate is to be obtained is designated (process 1300).
- a departure / arrival diagram (118) on the specified date is generated using the arrival time estimation program (136) and the departure time estimation program (137) (process 1301).
- User number data (119) is generated from the generated departure / arrival diamond using the user number estimation program (139) (process 1302).
- the ratio of the number of users with respect to the number of trains (buses) that can be accommodated in each route is defined as the congestion rate of each train (bus) (process 1303).
- FIG. 14 is a diagram for explaining the procedure for calculating the expected congestion rate from the calculation result of the past congestion rate.
- a date for predicting the congestion rate is designated (process 1400).
- Information on the route section, date, day of the week, and weather is added from the past congestion rate data, and the congestion rate pattern is tabulated (processing 1401).
- An expected result of the congestion rate is calculated from the collected results (process 1402).
- FIG. 15 is an example of a display screen generated and distributed by the information distribution server (150) to the system operator, business operator, etc., and is a diagram clearly showing information on the result of the congestion rate.
- the screen (1500) arranges the stop stations (bus stops) of the route or route focusing on the vertical axis (1503) in the order of stop, and the horizontal axis (1502) indicates the time, and the arrival and departure status of the transportation system according to the congestion rate
- the color is displayed using lines (1506).
- the actual arrival / departure diagram calculated using the user's movement log extracted by the single-line user estimation according to the present invention is displayed by a solid line (1504, 1507), and the planned diagram is a dotted line (1505, 1508).
- the display of the congestion rate estimation result which is a feature of the present invention, may be expressed using line thickness in addition to color, or may be distinguished by line type. It is also possible to display the expected congestion rate as text near the line of the plan diagram. Using such a screen, it is possible to visually grasp which line section has a high congestion rate, such as places and time zones where the density of users is high when performing operation management or planning operations. Various discoveries can be made.
- the entire screen can be operated using an input interface such as a mouse or keyboard. For example, you can zoom in / out with a wheel button, etc., or click on a mouse to expand information on a specific station, bus stop, or route. A function such as or can be considered.
- FIG. 16 is an example of a display screen that is generated and distributed by the information distribution server (150) toward a system operator, a business operator, etc., and is a diagram that clearly shows the results of connection statuses and congestion rates of different transportation facilities. It is.
- the screen (1600) arranges the stop stations (bus stops) (1603) of the route or route focusing on the vertical axis (1602) in the order of stop, and the horizontal axis (1601) represents the time, and the color ( 1606), the arrival / departure status of the transportation facility is displayed by a line (1605).
- the thickness of the line may be used in addition to the color.
- the entire screen can be operated using an input interface such as a mouse or keyboard. For example, zoom in / out with a wheel button, etc., or click on a mouse to enlarge information on a specific station, bus stop, or route. Possible function. Further, a touch panel may be used.
- an input interface such as a mouse or keyboard. For example, zoom in / out with a wheel button, etc., or click on a mouse to enlarge information on a specific station, bus stop, or route. Possible function. Further, a touch panel may be used.
- FIG. 17 is an example of a display screen that is generated and distributed by the information distribution server (150) toward a system operator, a business operator, and the like.
- the screen (1700) represents the congestion status of the train or bus vehicle using a point (1702) representing a stop station or bus stop, a line (1703) representing a railway or bus route, and a color (1706) corresponding to the congestion rate. It consists of lines (1704, 1705) and time (1707).
- the congestion rate display may be expressed using line thickness or line type.
- the screen (1700) obtains the congestion rate of each route, for example, every 30 minutes and every hour by the extraction of single route usage data and the congestion rate estimation method, which are the features of the present invention, and the result is displayed on the route map. It is intended to be used for animation display.
- the entire screen can be operated using an input interface such as a mouse or keyboard. For example, you can zoom in / out with the wheel buttons, specify the position on the route you want to see with the mouse drag, or click with the mouse. Functions such as expanding information on specific stations, bus stops, and routes can be considered.
- FIG. 18 shows an example of a display screen generated and distributed by the information distribution server (150) toward the system operator, business operator, etc., and actual departure / arrival diagram data estimated by the present invention and planned operation diagram. It is the visualization figure of the disturbance of the diagram which calculated the difference with an operation plan using data, and expressed the result on the route map.
- the screen (1800) is a line (1802) indicating a stop station or a bus stop, a line (1803) indicating a railway or bus route, and a line (1806) indicating disorder of the route using a color (1806) corresponding to the congestion rate ( 1804, 1805) and time (1807).
- the magnitude of the disturbance of the diamond may be expressed by using the line thickness or line type in addition to the color.
- the entire screen can be operated using an input interface such as a mouse or keyboard. For example, you can zoom in / out with the wheel buttons, specify the position on the route you want to see with the mouse drag, or click with the mouse. Functions such as expanding information on specific stations, bus stops, and routes can be considered.
- Information for generating the screens of FIGS. 15 to 18 is accumulated in the storage unit (141) of the calculation server (130), and a system operator (172) or a person in charge of each transportation company has a predetermined Web. It is assumed that necessary information is acquired according to a condition specified by accessing a page and selecting an item from a pull-down menu.
- the information distribution server (150) edits the acquired information and distributes the information.
- FIG. 19 is a diagram showing an example of a route search result screen (1900) for a user that is generated and distributed by the information distribution server (150) and that takes into account the expected congestion rate.
- the expected congestion rate is based on a large number of IC ticket history data, using the single route utilization data extraction and congestion rate estimation method of the present invention, from the results of the past multiple days congestion rate, The predicted value of how the congestion rate changes is obtained statistically.
- FIG. 27 illustrates the operation in this case.
- an input of a departure point and a destination point name is received (2701).
- a route that can reach the destination from the departure point is searched from the actual arrival / departure schedule data (2702).
- an expected congestion rate is calculated for each train constituting the extracted route to obtain a route expected congestion rate (2703).
- a highly accurate prediction value can be obtained from statistical values such as average values and variance values from the long-term schedule data. Can be derived.
- the screen (1900) shows a departure point (1901), a departure point entry field (1903), a destination point (1902), a destination point entry field (1904), and an identification number for each route for displaying a plurality of search results. (1911, 1912, 1913), and representative information (1905, 1906, 1907, 1908, 1909, 1910) of each route such as departure time, arrival time, fee, number of transfers, and expected congestion rate.
- the information about each route is not limited to the present embodiment.
- only the route identification numbers (1911, 1912, 1913) are displayed as buttons. When the button is pressed, the transfer point, the charge for each route, and each route It is also possible to move to a screen on which detailed information such as the expected congestion rate is displayed.
- FIG. 20 is a diagram showing an example of a display screen when the route 1 (1911) shown in FIG. 19 is selected.
- the screen (2000) shows the departure point (2001), departure point name (2003), destination point (2002), destination point name (2004), route number (1911), stop station and time (2005), It consists of an integrated display (2006) and a detailed display (2007) regarding the expected congestion.
- the departure point (2001), the destination point (2003), and the route number (1911) to be viewed may be changed on this screen.
- the screen (1900) is shown in a display format in which the search results are arranged in ascending order of the average congestion rate as an example. good.
- FIG. 21 is a diagram showing an example of a route search result screen (2100) for a user that is generated and distributed by the information distribution server (150) and that takes into account the disruption of the diagram.
- the screen (2100) has a departure point (2101), a departure point entry field (2103), a destination point (2102), a destination point entry field (2104), and an identification number for each route for displaying a plurality of search results. (2111, 2112, 2113), and representative information (2105, 2106, 2107, 2108, 2109, 2110) of each route such as departure time, arrival time, fee, number of transfers, and expected delay time.
- the departure point name (2103), the destination point name (2104), and the desired route number (2111, 2112, 2113) may be changed on this screen.
- the route identification numbers (211, 2112, 2113) are displayed as buttons.
- the button When the button is pressed, the screen moves to a screen on which detailed information such as a transfer point, a charge for each route, and an expected congestion rate for each route is displayed. It may be in the form of The screen (2100) is shown in a display format in which the search results are arranged in ascending order of disturbance of the diagram as an example. Also good.
- FIG. 22 is a diagram showing an example of a display screen when the route 1 (2111) shown in FIG. 21 is selected.
- the screen (2200) shows a departure point (2201), a departure point name (2203), a destination point (2202), a destination point name (2204), a route number (2111), a stop station and time (2205), and the charge for each route.
- the departure point (2201), the destination point (2203), and the route number (2111) to be viewed may be configured to be changed on this screen, and it is desirable that they can be arbitrarily selected.
- the detailed display (2207) column the charge, expected delay time, transfer time, etc. of each route are displayed.
- the user can select the route to be used in consideration of the delay time of the train or vehicle.
- a scheduled schedule i.e., when a train or bus is operating according to a timetable
- the actual arrival and departure schedule estimation method of the present invention is used. Since the delay time can be taken into consideration, it may be determined that transfer is possible. Therefore, since the route that can reach the destination earliest can be shown, the information is effective for a user who is in a hurry.
- FIG. 23 is a diagram showing an example of a screen (2300) for the user regarding the result of evaluating the ease of transfer from the bus to the station, which is generated and distributed by the information distribution server (150).
- the screen (2300) displays the arrival point from the departure point (2301, 2305), the time when the bus arrives at the nearest bus stop of the station (2302, 2306), the time when the train departs (2303, 2307), and the transfer evaluation ( 2304, 2308).
- Bus arrival times (2302 and 2306) and train departure times (2303 and 2307) are values obtained by using the actual arrival and departure schedule estimation method of the present invention, and the IC ticket history data as the original data is long-term. When it can be used over a period of time, an average value considering daily fluctuations shall be displayed.
- Transfer evaluations are calculated from transferable time data obtained from differences based on actual arrival / departure schedule data, and the number of users who have actually made this transfer. Numbers, symbols, colors, etc. are used to express the evaluation. May be expressed. Moreover, not only the transfer evaluation from the bus to the train but also the transfer from the train to the bus, the evaluation of the transfer between different bus lines or between the railway lines, and the like are possible.
- FIG. 24 shows an example of a presentation screen generated and distributed by the information distribution server (150) to the person in charge (186) of the transportation company or the users (182, 184).
- the connection between different routes is good or bad. It is the figure (2400) which showed the example of the result of having evaluated.
- the screen (2400) shows the location of transit between stations and bus stops (2401) that can be changed to different routes on the place where people get on and off such as stations and bus stops and the structure of the route (2402) connecting them.
- the configuration is such that evaluation results regarding convenience are displayed in various forms such as shape, color, and text. For example, if it is possible to change train X-rays (2402) and Y-lines (2404) at station C (2401) and bus route Z (2405) is also operating, From X to Y, from Y to X, from X to bus Z, from bus Z to X, from Y to bus Z, and from bus Z to Y
- the evaluation result (2406) regarding the connection is displayed.
- the display method of the connection evaluation result may be a shape other than an arrow, or the color allocation using the color chart (2407) and the shape size may be devised. By using such a screen, it is possible to find out which part of which station is not connected properly, which can be used for planning a schedule considering the connection.
- FIG. 25 shows an example of a presentation screen generated and distributed by the information distribution server (150) to the person in charge (186) of the transportation company or the users (182, 184). It is the figure (2500) which showed the example of the result of having visualized the personnel rate, the congestion rate calculated
- the screen (2500) includes an icon indicating a place where a transportation means such as a station (2501) or a bus stop (2502) can be used with a map image in the background, and a line (2503) indicating a route or an operation route connecting the places.
- the icons representing the train (2504) and the bus vehicle (2505) change in time series.
- An icon representing a station or bus stop can indicate additional information along the time axis by its color, shape, or size.For example, the number of people waiting for the next train or bus at a station or bus stop, You may display waiting time etc. For each station and bus stop, by finding the number of people waiting and the waiting time, and changing the display from moment to moment, it is possible to grasp which stations and bus stops are likely to stay or tend to be crowded Can do.
- the icons representing trains and bus vehicles can also show various information by their color, shape, size, and additional text display.
- the color chart (2507) is used to indicate congestion, delay time, and connection at transfer. It is possible to set the color according to the time, etc., or to display it in an easy-to-understand manner with the shape and size of the icon.
- the movement of trains and bus vehicles is calculated based on the actual schedule data of the present invention, and how many people are on each train and bus vehicle is the result of the user number estimation program (139). May be used. At this time, replacing the actual diagram data that determines the movement of trains and bus vehicles with another newly created diagram data, and executing the user number estimation program (139), the entire train and buses are targeted. Passenger flow simulation is possible.
- the entire screen can be operated using an input interface such as a mouse or keyboard. For example, you can zoom in / out with a wheel button, or click on a specific station, bus stop, train, or bus vehicle icon with a mouse click. Functions such as expanding information can be considered. Further, by obtaining the average congestion rate of trains and buses to be displayed and displaying them as an overall index (2506), it becomes possible to capture the transport efficiency and passenger comfort in a macro manner. Using such a screen, it is possible to track the movement by train or bus vehicle unit, and search for a chronically busy route, train, bus, etc., where are many people waiting? Can be used for planning measures to reduce congestion.
- FIG. 26 is an example of a presentation screen generated and distributed by the information distribution server (150) for the system operator and the person in charge of the transportation company, and is a screen for setting each parameter variable for the passenger flow simulation described above ( 2600).
- a function (2601) for selecting diagram data as train and bus operation information a function for changing the number of passengers (2602), and a function for changing the maximum number of passengers on the train and bus (2603)
- a function (2604) for setting the operation status of the train and the congestion status of the road.
- a selection function (2605, 2606) for efficiently selecting an object to be viewed on the simulation visualization result screen (2500) may be included.
- the object to be viewed here is a certain station or bus stop, or a railway line or bus route, which is intended to have a configuration in which the viewpoint in the display screen automatically changes in response to input information.
- the user can compare the results calculated based on various schedule data by the function (2601) for selecting schedule data that is train and bus operation information. It is possible to create a diamond that seems to be optimal from the viewpoint of convenience and transportation efficiency.
- passenger demand data refers to data obtained by statistically determining how many people move from a departure place to a destination at a certain time on a certain day.
- the function for changing the number of passengers (2602) increases or decreases the amount of demand data of passengers, and this function adjusts whether a scene with a large number of traffic users is assumed or a scene with a small number of traffic is assumed overall. can do.
- the function (2603) for changing the maximum number of passengers in a train or bus is used for the purpose of changing the reference value when calculating the congestion rate of each train or bus. For example, it is possible to predict how congestion and waiting time will change when trains and bus vehicles with different transport volumes are applied. It is desirable that this function can be set for each train or bus vehicle in combination with the diagram data to be simulated.
- the function (2604) for setting the train operation status and road congestion status is to give external change factors to the diagram data to be simulated.
- the simulation result can be made closer to reality by adding a probability element that delays the operation.
- Information for generating the screens of FIGS. 19 to 26 is accumulated in the storage unit (141) of the calculation server (130), and the system operator (172) and the person in charge of each transportation company (186), Called when a user (182, 184) accesses a predetermined Web page or starts an application running on a client PC, and acquires necessary information according to a specified condition by selecting an item from a pull-down menu or the like. Shall be.
- the information distribution server (150) edits the acquired information and distributes the information.
- DESCRIPTION OF SYMBOLS 100 ... User, 101 ... IC card, 102 ... Ticket gate, 103 ... Bus, 104 ... Portable terminal, 105 ... User, 106 ... Taxi, 107 ... Network, 108 ... Arrival / departure schedule estimation system, 110 ... Data server, 111 ... Storage unit 112 ... Non-contact IC card data, 113 ... Master data, 114 ... Station (bus stop) master, 115 ... Route master, 116 ... Movement log data, 117 ... Single route user estimation data, 118 ... Departure / arrival schedule Data, 119 ... Number of users data, 130 ... Calculation server, 131 ... Network interface, 132 ... Memory, 133 ...
- route map clearly indicating the congestion rate, 1701. Stop station name, 1702 ... Point representing the stop station, 1703 ... Line representing the line, 1704 ... Line representing the high congestion rate, 1705 ... Line representing the low congestion rate, 1706 ... Color changing according to the congestion rate 1707 ... Time, 1800 ...
- Departure time 2304 ... Evaluation display field, 2305 ... Display field of departure point to arrival point, used transportation means, 2306 ... Arrival time, 2307 ... Departure time, 2308 ... Evaluation display field, 2400 ... Connection evaluation result screen, 2401 ... Connection possible Location 2402 to 2405 Route, 2406 Connection evaluation icon, 2407 Color chart 2500 Flow visualization Screen, 2501 ... Station, 2502 ... Bus stop, 2503 ... Route, 2504 ... Train, 2505 ... Bus vehicle, 2506 ... Overall index, 2507 ... Color chart, 2600 ... Condition setting screen, 2601 ... Diamond data selection screen, 2602 ... Number of passengers change function, 2603 ... Train / bus transport amount change function, 2604 ... Train operation status and road congestion setting function, 2605 to 2606 ... Display position selection function
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Abstract
Description
Claims (14)
- ユーザIDと乗車日時と降車日時と乗車位置と降車位置とがそれぞれ関連付けられた移動ログと、路線IDと停車駅情報とがそれぞれ関連付けられた路線マスタと、を含むデータベースを用いた交通分析システムであって、
前記データベースから前記移動ログと前記路線マスタとを抽出し、前記路線マスタに基づいて、前記移動ログに関連付けられた前記乗車位置と前記降車位置を含む路線IDの存在の有無を確認し、前記存在が確認された場合、前記確認された路線IDと前記移動ログとを関連付けた単路線推定情報を生成し、前記データベースに格納する単路線推定部と、
前記路線マスタと前記単路線推定情報とを前記データベースから抽出し、前記路線マスタに基づいて前記単路線推定情報に含まれる前記降車位置における降車人数分布を算出し、前記算出された降車人数分布に基づいて到着日時と出発日時を算出し、前記降車位置と前記算出された到着日時と出発日時と前記路線IDとがそれぞれ関連付けられた発着ダイヤIDを生成し、前記データベースに格納する発着ダイヤ推定部と、
を有することを特徴とする交通分析システム。 - 請求項1に記載の交通分析システムであって、
前記データベースから前記移動ログと前記発着ダイヤIDとを抽出し、前記移動ログに含まれる前記乗車位置と前記降車位置と前記乗車日時と前記降車日時との組み合わせから、前記発着ダイヤIDに基づいて移動可能な経路を算出することで乗車列車を特定し、前記乗車列車の乗車人数を算出して前記データベースに格納する乗車人数算出部をさらに有することを特徴とする交通分析システム。 - 請求項2に記載の交通分析システムであって、
前記データベースはさらに各路線の乗車列車の収容可能人数情報を有し、
前記乗車人数算出部により算出された乗車人数と前記収容可能人数情報とを用いて、前記乗車列車の混雑率を算出する混雑率算出部をさらに有することを特徴とする交通分析システム。 - 請求項3に記載の交通分析システムであって、
前記データベースはさらに日時情報と関連付けられた天候情報を格納し、
前記混雑率算出部で算出された前記混雑率と前記データベースに格納された天候情報とを用いて混雑率パターンを算出し、前記混雑率パターンに基づいて予想混雑率を計算する予想混雑率算出部をさらに有することを特徴とする交通分析システム。 - 請求項4に記載の交通分析システムであって、
前記路線マスタの各停車駅情報における前記発着ダイヤIDと前記混雑率又は前記予想混雑率とを前記データベースから抽出して画面に表示する表示部をさらに有することを特徴とする交通分析システム。 - 請求項5に記載の交通分析システムであって、
前記データベースは計画ダイヤを含み、
前記表示部は、前記計画ダイヤをさらに表示することを特徴とする交通分析システム。 - 請求項6に記載の交通分析システムであって、
前記計画ダイヤと前記発着ダイヤIDとの差に基づいてダイヤ乱れ度を算出するダイヤ乱れ度算出部をさらに有することを特徴とする交通分析システム。 - 請求項4に記載の交通分析システムであって、
出発地と目的地との入力を受け付ける入力部と、
前記入力を受け付けた前記出発地と前記目的地とに基づいて、前記路線マスタを検索してそれぞれ対応する停車駅情報を抽出し、前記抽出した対応する停車駅情報に関して予想混雑率を算出し経路予想混雑率とするルート検索部と、
をさらに有し、
前記表示部は、前記経路予想混雑率を前記画面に表示することを特徴とする交通分析システム。 - 請求項8に記載の交通分析システムであって、
前記データベースにおいて、前記路線マスタは前記停車駅情報に関連付けられた料金情報を含み、
前記表示部は、前記抽出した対応する停車駅情報を前記画面に表示し、
前記入力部は、前記表示された対応する停車駅情報を選択する入力を受け付け、
前記入力を受け付けた停車駅情報に基づいて前記データベースから関連する料金情報を抽出し、前記画面に表示する詳細表示部をさらに有することを特徴とする交通分析システム。 - 請求項8に記載の交通分析システムであって、
前記発着ダイヤIDから乗り換え可能時間を算出し、前記乗り換え可能時間と前記乗車人数とに基づいて乗り換え評価度を評価する乗り換え評価部をさらに有することを特徴とする交通分析システム。 - 請求項10に記載の交通分析システムであって、
前記乗り換え評価部は、さらに前記発着ダイヤIDから乗り換え方向を算出し、
前記表示部は、前記乗り換え方向と前記乗り換え評価度とを前記画面に表示することを特徴とする交通分析システム。 - 請求項8に記載の交通分析システムであって、
前記データベースはさらに地図情報を格納しており、
前記表示部は、前記地図情報と前記予想混雑率と前記停車駅情報と前記乗車人数とを前記画面に表示することを特徴とする交通分析システム。 - 請求項3に記載の交通分析システムであって、
前記路線マスタ又は前記乗車人数又は前記収容可能人数の何れか又は全ての入力を受け付けて前記データベースに格納する入力部をさらに有することを特徴とする交通分析システム。 - 請求項3に記載の交通分析システムであって、
運行状況情報の入力を受け付けて前記データベースに格納する入力部をさらに有し、
前記発着ダイヤ推定部は、前記運行状況情報を用いて前記路線マスタ又は各停車駅情報に関連付けて乗車人数又は移動時間を生成することを特徴とする交通分析システム。
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JP5986641B2 (ja) | 2016-09-06 |
JPWO2014061111A1 (ja) | 2016-09-05 |
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