WO2015167169A1 - Method for estimating passenger moving path in subway network - Google Patents

Abstract

A method for estimating a moving path of a passenger in a subway network is disclosed. According to an example, a method for estimating a moving path of a passenger in a subway network in which a plurality of subway vehicles are running along a plurality of subway lines, comprises the steps of: generating a reference group by estimating a train which each of the passengers boards, from passenger data including boarding and deboarding information of a plurality of passengers; generating, from the boarding and deboarding information of each passenger, at least one possible physical path configured by the subway line information between the departure station and the arrival station of each passenger; generating, for each of the possible physical paths, at least one logical path formed by connecting subway vehicles running on the individual subway line; and determining the moving path of a passenger by checking the consistency of the logical path.

Description

Estimation of Passenger Routes in Train Networks

The present invention generally relates to techniques for estimating passenger travel routes within a train network. More specifically, the present invention relates to a technique for estimating a travel route from a passenger's boarding station to an unloading station from smart traffic card tag information for payment of a passenger.

In recent years, smart cards have been widely used in Seoul and large cities for payment of public transport such as buses and trains. Knowing the passenger's route from the tag information of the smart transit card is important for fare settlement and public transportation usage analysis among different transit agencies.

In general, passengers tag their farecards at the terminal when they board the bus and when they get off the bus. Accordingly, in the tag information of the traffic card, the boarding time and the getting off time may be recorded for each bus used by the passenger. However, when using the train, the passenger tags the transportation card to the terminal when passing through the gate at the boarding station and when passing through the gate at the getting off station. Therefore, in the case of the train network, there is a problem in that it is not possible to know which vehicle the passenger boarded, which station it was transferred to, and the like.

Because of this problem, in the case of distributing the fare of passengers using buses and trains between the operators, first distribute the fare between the bus operators and train operators, and then between the train operators We are distributing fees separately. For example, the registration publication of Korean Patent Registration No. 10-0777217 (registered on November 12, 2007) discloses a technology for determining whether to transfer from a ride tag information of a traffic card and allocating a fare at a predetermined rate when transferring. do. However, there was a limitation that this technique does not apply to the transfer between trains. Therefore, there was a demand for reasonable fare settlement among train operators by deciding which route the passengers traveled on the train network.

In order to meet this demand, a technique of estimating a passenger's route using a multinomial logit has been conventionally used. The polynomial logit model is for estimating the physical route, which is the connection form of the train lines, and uses C = f (IVT,) using parameters such as the in-vehicle travel time (IVT), the number of transfers (NT), and the transfer time (TT). NT, TT), and usually uses a maximum likelihood estimation (MLE) based on a sample. However, this logit model has a problem that the number of samples used for model development is very small, less than 1%. Seoul's train network, for example, has about 400 train stations, about 4,500 vehicles a day, and more than 5 million passengers per day (i.e. travel from the station to the station). Therefore, there is a problem that it takes too much cost and time to obtain a sufficient number of samples. Furthermore, the accuracy of the route estimation of the logit model is reported to be 70-80%, and the allocation of charges by the route estimation with this accuracy can cause disputes among train operators.

It is an object of the present invention to provide a method for accurately estimating a passenger travel path of a train network.

In addition, an object of the present invention is to provide a method for estimating a passenger travel path including a vehicle on which the passenger as well as the train route traveled by the passenger from the passenger's traffic card tag information.

Furthermore, the present invention extracts some passengers whose travel path is simple and reliable, and uses the extracted passenger information as a criterion for estimating more complicated movement paths of other passengers, thereby making the most of the passengers traveling paths. Its purpose is to provide a method for accurately estimating.

The above objects are provided by a method for estimating a passenger route in a train network provided according to the present invention.

According to an aspect of the present invention, there is provided a method for estimating a passenger's movement route in a train network, which is a method of estimating a passenger's movement route in a train network in which a plurality of vehicles operate along a plurality of routes, Generating a reference group by estimating a train in which each passenger boards from the passenger data including; Generating at least one possible physical route made by the train line information between each passenger's boarding and unloading station from each passenger's getting on and off information; Generating at least one logical path for each of the possible physical paths, based on the reference group, by which a vehicle running on each train line is connected; And checking the consistency of the logical path based on the reference group to determine a passenger's movement path.

In an embodiment, the generating of the reference group may include: generating a reference riding group by estimating passengers boarding a specific first vehicle at a specific boarding station; Estimating passengers who get off from a specific second vehicle at a specific getting off station and generating a reference dropping group; And generating a reference transfer group by estimating passengers transferred from the specific third vehicle to the specific fourth vehicle at the specific transfer station.

In another embodiment, the step of generating the reference drop-off group may include: extracting, from the passenger data, a passenger having one possible physical path and no transfer; Selecting, for the extracted passengers, passengers including only one of the same vehicle by comparing vehicles departing after the gate entry time of each boarding station with vehicles arriving before the gate entry time of each boarding station; And classifying passengers as having boarded the vehicle including only one, and classifying passengers having a specific discharging station among the selected passengers as passengers getting off at the specific discharging station from the estimated vehicle And generating as a reference drop group, respectively.

In another embodiment, the step of creating a reference ride group includes: extracting passengers having one possible physical path and no transfer from the passenger data; Selecting, for the extracted passengers, passengers including only one of the same vehicle by comparing vehicles departing after the gate entry time of each boarding station with vehicles arriving before the gate entry time of each boarding station; And classify passengers who have boarded the vehicle including only one, and classify passengers having a specific boarding station among the selected passengers as passengers who boarded at the specific boarding station to the vehicle estimated to be boarded. And generating each as a reference ride group.

In another embodiment, the step of creating a reference transit group may include: extracting, from the passenger data, a passenger having one possible physical path and having one transit station; For each of the extracted passengers, a corresponding reference riding group having a reference entry time interval including a gate entry time of each boarding station is extracted from the reference riding groups, and the boarding station is assigned to the boarding vehicle of the corresponding reference riding group. Estimating that the passenger rides in the vehicle; For each of the extracted passengers, a corresponding reference disembarkation group having a reference entry time period including a gate entry time of each discharging station is extracted from the reference discharging groups, and the disembarkation station is displayed on the getting-off vehicle of the corresponding reference discharging group. Estimating to be off; For each of the extracted passengers, checking whether the estimated riding vehicle arrived at the transit station and whether the estimated getting off vehicle departed from the transit station; And when it is determined that transfer is possible in the checking of the transfer, as a reference transfer group transferred from the estimated riding vehicle to the estimated getting off vehicle at the transfer station.

In yet another embodiment, the step of generating the logical path may include: determining only one vehicle to get off at the discharging station for each passenger.

In another embodiment, the generating of the logical path may include: determining one or two vehicles boarding at the boarding station for each passenger.

In another embodiment, the generating of the logical path may include: determining whether one or two vehicles are transferred at the transfer station when there is a transfer in the physical path.

According to another aspect, a computer readable storage medium comprising computer executable instructions coded to perform a particular task when executed by a processor of a computing device, wherein the computer executable instructions are executed when executed by the processor. A method of estimating a travel route of a passenger in a train network in which a plurality of vehicles are operated is performed, and the method comprises: estimating a train on which each passenger boards from passenger data including getting on and off information of a plurality of passengers. Creating a reference group; Generating at least one possible physical route made by the train line information between each passenger's boarding and unloading station from each passenger's getting on and off information; Generating at least one logical path for each of the possible physical paths, based on the reference group, by which a vehicle running on each train line is connected; And checking the consistency of the logical paths based on the reference group to determine a travel path of a passenger.

Here, the passenger data includes getting on and off information of passengers accumulated for a certain period of time in the train network, and the getting on and off information includes at least a boarding station on which the passenger boards, a gate entry time of the boarding station, and the passengers get off It may include the getting off station, and the gate advance time of the getting off station.

According to the present invention as described above, the passenger movement path in the train network can be accurately estimated based on the traffic card tag information for the passenger's transportation fee payment. Accordingly, since a separate sampling operation is unnecessary in addition to the traffic card tag information, the cost and time required for estimating the passenger travel path may be reduced. In addition, passenger travel routes can be estimated with greater than about 95% accuracy, thereby eliminating disputes related to fare settlement between train operators.

In addition, according to the present invention, a passenger movement path including a vehicle on which the passenger as well as a train route traveled by the passenger can be estimated from the passenger's transportation card tag information. That is, for each passenger, a movement route including a vehicle boarding at the boarding station, a transit station, and a vehicle getting off at the getting off station may be estimated. Therefore, it is possible to know how many people have boarded each vehicle and to know who has moved at each transit station, thereby providing useful data for traffic usage analysis.

Furthermore, the present invention extracts some passengers whose passengers have simple and reliable movement paths, and uses the extracted passengers' information as a criterion for estimating more complicated movement paths of other passengers. Accordingly, it is possible to estimate the movement route based on the information of the actual passengers.

1 and 2 are schematic diagrams illustrating portions of a train network to which the present invention may be applied.

3 is a flow chart showing the steps of a method for estimating a passenger travel path in a train network according to an embodiment of the present invention.

4 is a flowchart illustrating a process of creating a reference ride group in a method for estimating a passenger movement path of a train network according to an embodiment of the present invention.

FIG. 5 is a flowchart illustrating a process of creating a reference dropoff group in a method for estimating a passenger movement path of a train network according to an embodiment of the present invention. FIG.

6 is a flowchart illustrating a process of creating a reference transit group in a method for estimating a passenger's movement path of a train network according to an embodiment of the present invention.

7 is a schematic diagram illustrating a process of generating a possible logical path in a movement route including one transfer in a method for estimating a passenger movement route of a train network according to an embodiment of the present invention.

8 is a schematic diagram for explaining a process of generating a possible logical path in a movement route including two transfers in a method for estimating a passenger movement route of a train network according to an embodiment of the present invention;

FIG. 9 is a view illustrating a process of determining a travel route for two passengers each having two possible physical routes including one transfer in the method for estimating a passenger travel route of a train network according to an embodiment of the present invention. schematic.

The information retrieval system and method is described below by way of example with reference to the drawings.

Referring to FIG. 1, a schematic diagram illustrating a portion of a train network to which the present invention may be applied is shown. The train network shown is a very brief overview of some of the train networks south of the Han River in Seoul. In recent years, most passengers pay for transportation using smart cards. That is, the passenger tags the traffic card to the terminal for payment provided at the gate while passing through the gate of the boarding station, and similarly tags the traffic card while passing through the gate of the boarding station, thereby depending on the distance between the boarding station and the getting off station. You can pay the fee.

The getting on and off gate tag information of the transportation card for the fare payment may provide information of getting on and off the passenger related to the fare payment. The getting on and off information may include a boarding station, a boarding station gate passing time, a getting off station, and a getting off station gate passing time. The time between getting on and getting off can be regarded as the time spent by a passenger for movement within the train network, also referred to as "inter-gate time" below. Typically the estimation of the passenger travel path of the train network may be made using the inter-gate time.

In general, the inter-gate time is different from the time the passenger actually boarded the train. This is because the inter-gate time further includes a travel time from the boarding gate to the boarding platform, a vehicle waiting time at the boarding platform, a travel time from the boarding platform to the boarding gate, and the like, in addition to the vehicle boarding time. In addition, if the transit route includes a transit station, the inter-gate time should further include the transit time from one platform to the other platform for transit and the vehicle waiting time on the platform after the transit. Optionally, the inter-gate time may further include time for passengers to use amenities (eg, toilets, convenience stores, shopping malls, restaurants, etc.) located inside the gate.

In the case of a relatively simple route, the passenger's route can be estimated only by inter-gate time. For example, if the station and the station are located on one line, there is only one transfer station between the station and the station, and there is a significant difference in the number of stations or the number of stations between the possible physical routes of the passenger. The travel path of the passenger can be estimated relatively easily.

However, for example, when the passenger who boarded at Sillim Station (M2) of Line 2 gets off at Seoul Station (M7) where Line 1 and Line 4 cross, or at Garak Market Station (M6) where Line 8 and Line 3 intersect. As in the case of getting off, there are many cases where it is difficult to estimate the path using only the inter-gate time. Passengers who moved from Sinlim Station (M2) to Seoul Station (M7) transfer to Line 1 at Sindorim Station (M1), transfer to Route 4 from Seoul Station (M7) and then to Line 4 at Sadang Station (M3) and then to Seoul Station (M7). You can use the route R4. Since both paths R3 and R4 can have nearly similar inter-gate times, it is difficult to determine only by which inter-gate time this passenger traveled. Similarly, in the case of passengers moving from Sinrim Station (M2) to Garak Market (M6), transfer to Line 8 at Jamsil Station (M5) and then to Route 3 from Garak Market Station (M6) to Line 3 at Migyo (M4). You can then take R2 to Garak Market Station (M6). Since both paths R1 and R2 can have nearly similar inter-gate times, it is difficult to determine only by which inter-gate time this passenger traveled.

As such, when judging based on the inter-gate time between the boarding station and the getting off station known from the getting on and off information, there may be a plurality of possible paths that are difficult to distinguish from each other. The proportion of cases with multiple such possible routes is expected to increase as the train network becomes more complex. Indeed, in metro networks like Seoul, it is known that about half of all passengers are traveling between boarding stations and getting off stations, which may have multiple routes that are difficult to distinguish.

2, a schematic diagram illustrating a portion of a train network to which the present invention may be applied is shown. In FIG. 1, the passenger travel path estimation is described in terms of the route, while in FIG. 2, the passenger travel path estimation is described in terms of the vehicle. The illustrated example illustrates a travel path of a passenger that can know the boarding station (BS) M2, the boarding gate entry time Bt, the boarding station (AS) M6, and the boarding gate entrance time At. It can be estimated that this passenger can travel via route R1 transferred at M5 and route R2 transferred at M4 based on the inter-gate time.

More specifically, when traveling on route R1, the passengers travel on lines 2 to M1, X2,... After getting on any one of the vehicles, get off at M5, and then the vehicles Z1, Z2, Z3,... You can get on any of the vehicles and get off at M6. In contrast, when traveling on route R2, the passengers are on vehicles X1, X2,... After getting on any one of the vehicles, get off at M4, and run on line 3 at M4 Y1, Y2,. You can get on any of the vehicles and get off at M6. This route of travel further comprising as a component a particular vehicle on which the passenger has boarded is difficult to estimate by inter-gate time and requires other means. For example, information about a time when a specific vehicle arrives and departs on a platform of a specific station may be needed, such as a gate-platform, a platform-platform movement time estimate, and a scheduled timetable or a driving log of the vehicle.

In this document, the former is referred to as the 'physical path' and the latter is referred to as the 'logical path' in order to distinguish the movement path including the vehicle and the movement path estimated by the route only. In other words, the physical path means a movement path including elements such as a boarding station, a getting off station, a line, and a transfer station. Logical paths, on the other hand, refer to a travel path that further includes, as elements, the particular vehicle on which the passenger boards. These names are provided for ease of explanation only by distinguishing according to the nature of the paths, and are not intended to limit the present invention in any aspect.

The method according to the invention is a method of estimating a passenger movement route of a train network, and in particular, makes it possible to estimate a logical route specifying a passenger vehicle.

To this end, the method uses the passenger traffic card tag information, the driving log information of the train vehicle, and the topology of the train network (i.e., route map) as the given information. Train network topology or train topology is line 1, line 2,…. It includes a pattern of lines, and defines the train network environment including the train station, the train station, and the train station. The passenger's route of travel is therefore defined as a line in which the metro stations are connected to each other, as illustrated in FIGS. 1 and 2. The driving log information of the train vehicle is data having time information when the specific vehicle arrives and / or departs at the specific subway station.

Meanwhile, the passenger traffic card tag information is also referred to as passenger's getting on and off information in this document, and includes four pieces of information of a boarding station (BS), a gate entry (Bt), a drop off station (AS), and a gate entry (At). Can be. The boarding station BS and gate entry Bt inform the position and time of the starting point of the passenger travel path. The stop station (AS) and gate entry (At) inform the position and time of the arrival point in the passenger travel path. In order to collectively refer to these four pieces of information, the term 'quadruple' is often used below.

The method provided according to the present invention utilizes, in addition to quadrople information and vehicle driving log information, several presuppositions based on experience or observed facts.

On the other hand, the inventors observed from the passengers' exit gate entrance data that the departure points have a constant repetitive pattern. In other words, the gate entry pattern is a section in which passengers advance for a predetermined time after detecting the fastest gate entry after a specific vehicle arrives at the platform, and then enter the gate for a predetermined time interval before the next vehicle arrives at the platform. This interrupted section is repeated in the following manner. This entry pattern is consistent with the general premise that most passengers who get off a particular vehicle will have the purpose of entering the gate as quickly as possible.

Based on this observation, the inventors have found that knowing the gate entry time At of a particular passenger, it is possible to estimate relatively accurately which of those vehicles the passenger has arrived at the platform. With this discovery, a group of passengers who boarded a particular vehicle at various stations and then got off at a particular station could be extracted. It is one of the most important assumptions in the method of the present invention that it is possible to accurately estimate the vehicle a passenger got off based on the passenger's gate entry time.

Passengers who get off at this particular station can be further separated into passengers having the same specific station. As a result of reviewing these subgroups, it has been found that the gate entry times of passengers having the same boarding station are much more informal and widely distributed compared to the distribution of gate entry times of the same stop station. In other words, even if the specific passenger's gate entry time (Bt) was known, it was not known whether the passenger had boarded the particular vehicle arriving at the station platform at that particular point in time. But based on the premise that they want to move the fastest, passengers will want to reduce the waiting time on the platform. Therefore, the inventors could assume that the passenger who entered the gate of the boarding station is more likely to board the vehicles that arrived earlier than to ride at an even rate with respect to the plurality of vehicles that arrived later.

In this way, considering the pattern of gate entry or exit time of the passenger and the time of arrival (or departure) of the platform of the vehicle, it is possible to estimate a vehicle in which the passenger actually gets on or gets off in a finite number such as only two or two.

Furthermore, the method of the present invention, considering the fact that almost half of the passengers are relatively simple and simple, proposes a technique for estimating the travel paths of passengers whose travel paths are uncertain, using passengers having a certain travel path. do.

According to the present invention, passengers having a certain route of travel are created as reference groups. A reference group is a set of passengers that provides criteria for estimating the travel paths for passengers with complex travel paths. A reference group includes a group of people who ride a specific vehicle at a specific station (reference getting off group), a group of people who ride a specific vehicle at a specific station (reference riding group), and a group of people who ride a specific vehicle and transfer to another specific vehicle at a specific station. (Reference transit group) may be included.

For the creation of a reference group, it is possible to extract passengers with one physically possible route and no transit station, ie a simple linear route. Among passengers having a simple linear path, a possible vehicle may be extracted into a reference group (AG) by extracting passengers who have a specific vehicle and get off at a specific station. Similarly, it is possible to extract passengers who ride on a specific station while having one possible vehicle, and generate a reference boarding group (BG). In this way, the reference riding group and the reference getting off group each include two parameters, namely, the vehicle X which got on / off and the boarding / unloading station N.

The drop-off gate exit times At of the passengers in the reference drop-off group may correspond to the reference departure time intervals At1 to At2 having an arbitrary length. This reference entry time period may be defined based on data of passengers in the reference dropoff group. For example, the reference departure time period may be defined as the earliest time value to the slowest time value among gate entry times of the passengers in the reference descent group.

If a passenger's drop-off gate exit time (at) is located between the reference departure time intervals At1-At2 (At1 <at <At2), this passenger can be assumed to be one of the passengers in the reference dropoff group, It can be assumed that the drop-off group got off the vehicle that got off.

Similarly, the boarding station gate entry time Bt of the passengers in the reference riding group may correspond to the reference entry time interval Bt1 to Bt2 having any length. This reference entry time interval may be defined based on data of passengers in the reference riding group. For example, the reference entry time period may be defined as the earliest time value to the slowest time value among gate entry times of the passengers in the reference riding group.

If a passenger's boarding station gate entry time (bt) is located between the reference entry time intervals Bt1 to Bt2 (Bt1 <bt <Bt2), this passenger may be assumed to be one of the passengers in the reference riding group, It can be assumed that the riding group has boarded the vehicle.

Meanwhile, in order to create a reference transfer group (TG), it is possible to extract passengers having a single transit path, that is, when there is only one transit station and one physically possible route among passengers. A simple transfer route may be expressed as including a boarding station (O)-a transfer station (A)-a drop off station (D).

In this case, it is possible to assume that a particular passenger at the boarding station O can board any one of two consecutive vehicles X1 and X2 arriving for the first time based on the gate entry time, and the drop-off station D In FIG. 3, it may be estimated that a passenger gets off from one vehicle Y based on a gate advance time.

Based on these estimates, among the passengers with a simple transit route (OAD), a transfer group that boards X1 at O station, gets off at Y station, gets on Y vehicle, and gets off at Y station at D station ( The transit groups X2, Y and A can be distinguished from the X2, Y, A) and O stations, from the A station to the Y vehicle, and from the D station. Among the transfer groups in which the vehicle is specified, it may be checked whether the X1, X2, Y vehicle is physically connectable according to information such as the time when the vehicle arrives at the A station. If the arrival time of vehicle X1 at station A is later than the departure time of vehicle Y, the passenger will not be able to physically transfer from vehicle X1 to vehicle Y.

As such, if the transit availability is checked, the transit groups combine information of passengers of a specific vehicle X1 departing from a plurality of O stations and a Y vehicle arriving at a plurality of D stations, from the X1 vehicle to the Y vehicle at a specific transit station A. Transit passengers can be bundled and created as a reference transfer group (X1, Y, A). As such, the reference transfer group includes three parameters: the boarded vehicle X, the boarded vehicle Y, and the transfer station A. FIG.

Above, we describe when there is a single transfer between the station and the station. If two transfers are made between the station and the station, the logical route can be estimated in a similar manner. For example, two ride vehicles may be estimated at a boarding station, one or two transfer cars may be estimated at a first transfer station, and one vehicle may be estimated at a second transfer station.

According to the present invention, given the getting on and off information of a passenger, one getting off vehicle Y can be estimated according to the getting off station and the gate entry time At for one physical route, and the starting station and the gate entry time According to Bt, two riding vehicles X1 and X2 can be estimated. Accordingly, at least two different logical paths may be created for one physical path.

Then, if there is one possible physical path and no transfer station exists, for each of the two logical paths, it can be checked whether the getting off vehicle Y is the same as the riding vehicles X1, X2. If there is a logical path with the same vehicle, this logical path can be determined as the passenger's travel path.

On the other hand, if one possible transit station is included in the possible physical path, for each of the possible logical paths, it may be checked whether a reference transit group exists. If there is a logical path in which the reference transit group exists, this logical path may be determined as the passenger's travel path. If no reference transit group exists in any logical path, the passenger's route is not determined.

The riding vehicle X of the reference transfer group may be determined based on the reference riding group. Similarly, the getting off vehicle Y of the reference transfer group may be determined based on the reference getting off group. And when the arrival time of the boarding vehicle X which arrived at the transit station T was earlier than the departure time of the disembarkation vehicle Y which departed from the transit station T, the transfer from the boarding vehicle X to the getting-off vehicle Y is carried out. It can be determined that this is possible.

 3-9, embodiments of the method of the present invention are described. The methods described herein are merely examples. One of ordinary skill in the art will readily appreciate that other methods of various combinations are possible within the scope of the claims. All or part of the described methods can be coded into computer-executable instructions, modules, software, data, algorithms, procedures, and the like, which, when performed by a processor of a computing device, enable a particular task to be executed. Computer-executable instructions and the like can be coded by a software developer, for example, in a programming language such as Basic, Fortran, C, C ++, etc., and then compiled into a machine language.

Referring to FIG. 3, there is shown a flowchart showing the steps of a method for estimating a passenger's movement route in a train network according to an embodiment of the present invention. The method according to the invention is a method 300 for estimating a passenger's movement path of a train network, and in particular, makes it possible to estimate a logical path specifying a passenger's vehicle.

The method 300 first generates reference groups 301, generates possible physical paths 303, then generates possible logical paths 305, and finally determines a passenger's movement path 307. It can proceed to.

The step of creating reference groups 301 is a step of creating a reference group by specifying trains that get on or off for passengers whose movement paths are simple and reliable. More specific embodiments of this step 301 are shown in FIGS. 4, 5, 6.

Referring first to FIGS. 4 and 5, a process of generating a reference ride group 400 and a process of generating a reference ride group 500 is illustrated. First, passengers having a simple linear path may be extracted from the passenger data (401, 501). Passenger data includes boarding and getting information generated by tagging when the traffic card of passengers using the train network passes through the gates of the boarding station and the unloading station.

For each extracted passenger, a boarding station BS, a boarding station gate entry time Bt, a boarding station AS, and a boarding station gate entry time At are given. By referring to the train operation information together with such passenger information, for each passenger, trains departed after Bt at the boarding station may be bundled to generate a departure train group P (403, 503). The departure train group P can be said to be a set of trains with the possibility of passengers to board, but only considering that passengers can board the train after entering the gate. Meanwhile, for each passenger, arrival train groups Q may be generated by tying trains arriving before At at the drop off station (405 and 505). Arrival train group (Q) can be said to be a set of trains that passengers may have boarded, but only consider that passengers can get off the train before entering the gate.

Physically, the passenger can only board one of the trains included in the departure train group P and the arrival train group Q. In other words, if there is only one train involved in the intersection of P and Q, the passenger can safely assume that he was on this train. Therefore, among the trains included in P and Q generated for each passenger, passengers having one identical train X may be selected (407 and 507). Passengers thus selected can be assumed to have boarded this particular train (X).

Since it is certain that the passengers selected in steps 407 and 507 have boarded a specific train X, only the passengers who have information on boarding at a specific station O among the passengers in this specific train X are tied up. The reference boarding group BG (X, O) may be generated (409), and similarly, only passengers having information getting off at a specific station (D) may be bundled and generated as the reference boarding group AG (X, D) (509). .

Referring to FIG. 6, a process 600 of creating a reference transit group is shown. First, passengers via the specific transit station T are extracted (601). The riding vehicle X of which a particular passenger has boarded at the boarding station may be determined based on the reference riding group found for this passenger (603). Then, the disembarkation vehicle Y that the passenger has disembarked at the disembarkation station may be determined 605 based on the reference disembarkation group found for this passenger. Then, based on the time when the passenger's riding vehicle X and the discharging vehicle Y arrives and departs at the specific transit station T, whether or not the passenger can transit can be determined 607. For example, when the arrival time of the boarding vehicle X arriving at the transit station T is earlier than the departure time of the getting off vehicle Y departing from the transit station T, the passenger gets off the vehicle Y from the boarding vehicle X. It may be determined that transfer to is possible. Finally, in a specific transit station T, passengers transitable from a specific riding vehicle X to a specific getting off vehicle Y are bundled and generated as a reference transfer group TG (X, Y, T) (609).

Using these reference groups the passenger's route of travel can be accurately estimated in accordance with the invention and is described below with reference to the steps of FIG.

Referring back to FIG. 3, a possible physical path may be generated from the vehicle topology, that is, the train network topology, based on the passenger's getting on and off information (303). Each physical route includes a boarding station, a transit station (if present), and a disembarkation station. The physical path may be selected when there are no transfers, one transfer, two transfers, etc. among the possible routes by the inter-gate time based on the passenger's getting on and off information. Other possible cases are exceptional and are outside the scope of the present invention.

According to the invention, possible physical paths for each passenger may be generated in one or two or more numbers. The physical path generation process 303 will be described in more detail as follows.

First, we can determine the possible tolerances between the generated physical paths. For example, for a passenger a plurality of physical paths PR1, PR2, PR3,... If possible, each physical path will have a finite number of stations, since each physical path is in the form of a line connected to each other. For example, PR1 contains 10 stations, PR2 contains 12 stations, PR3 contains 40 stations, and so on. etc. At this time, depending on the premise that the passenger will choose the shortest possible route, it may be determined that the physical path including too many stations is not a possible physical path. For example, if eight inverse tolerances of the physical path are determined, PR1 and PR2 have two differences, and PR3 has 30 and 28 differences for PR1 and PR2, respectively. Therefore, PR3 has more than 8 tolerances than PR1, which is the smallest inverse, so it can be excluded from the possible physical paths.

In addition, when counting the number of stations included on the physical path, the value of the transfer station needs to be defined. If there is a mixture of physical paths including transit stations and non-transit stations, passing through a transit station is relatively time consuming, so it is not reasonable to evaluate a transit station and a regular station at the same value of 1: 1. . Thus, for example, one transit station may be regarded as having the same value as a plurality of general stations (for example, five general stations).

Under these two premises, for example, a possible physical route for passengers who boarded at Sadang Station (transfer stations of M3, Line 2 and 4 in Fig. 1) and got off at the interchange (transfer stations of M4, Line 2 and 3 in Fig. 1) was created. Is as follows. First, a physical path may be generated by separating a path having a transfer number of 0, a path having a transfer number of 1, and a path having a transfer number of 2 times. The route with the number of transfers as 0 moves along Line 2, which is a circulation line between Sadang Station and the intersection, and may generate PR1 (reverse = 4) on the inward route environment path and PR2 (reverse = 40) on the outward route environment path. In the route having one transfer, a route PR3 (transverse = 18 general stations + one transfer (5 stations) = 23) transferred from Chungmuro Station (not shown), which is a transfer station of Line 4 and Line 3, may be generated. A route having two transfers may combine two transfer stations between Line 4 and Line 3, so that a plurality of routes PR4, PR5, PR6, and PR7 may be generated. PR4 may be the second transfer route from Line 4 to Line 7 and then transfer again from Line 6 to Line 3. Since there are four general stations and two transfer stations, it has a total of 14 stations. Similarly, PR5 via Line 9, PR6 via Line 6, and PR7 via Line 1 can have 16, 26, and 35 reciprocals, respectively.

Then, if you check using tolerance 8 of the generated physical paths, you can see that all other paths PR2 ~ PR7 have more than 8 inverse of the smallest inverse path PR1 (reverse = 4). Can be. Therefore, it can be determined that PR2 to PR7 are not possible physical paths.

As a result, only one PR1 can be output as a possible physical path generated for the passenger who has moved between the Saddang station M3 and the inter-band M4. Accordingly, it can also be determined that this passenger's travel path is a simple linear path having only one physical path without a transfer.

When one or more physical paths are generated in this way, for each physical path, possible logical paths may be generated (305). The logical path is a path including a passenger vehicle on which the passenger boards and a disembarked vehicle on which the passenger gets off. The riding vehicle may be determined based on the reference riding group created according to the process described with reference to FIG. The riding vehicle can be estimated to be about two vehicles. Similarly, the getting off vehicle may be determined based on the reference getting off group created according to the process described with reference to FIG. The getting off vehicle can be assumed to be a single vehicle in accordance with the present invention. In the case of a transfer where the riding vehicle and the discharging vehicle are different from each other, whether or not the transfer is possible may be checked based on the reference transfer group generated according to the process described with reference to FIG. 6. By this process, possible logical paths can be generated in the physical path of each passenger.

Then, among the plurality of possible logic paths, in particular the gate entry / exit time of the passenger can be checked to see if there is only one reasonably consistent logical path. If there is one coherent logical path, this logical path may be determined as the passenger's travel path (307). If there is more than one coherent logical path, if the coherent logical paths are all the same physical path, then the physical path can be determined.

7 and 8 are schematic diagrams for explaining a process of generating a possible logical path in a movement route including a first and second transfer in a method for estimating a passenger movement route of a train network according to an embodiment of the present invention.

Referring to FIG. 7, in the method of estimating a passenger movement route of a train network according to an embodiment of the present invention, a process of generating a possible logic route in a movement route including one transfer is illustrated. In the example shown, for a passenger q having a boarding station O, a transit station A, and a discharging station D as a physical path, first, based on the exit time at D, Among the reference discharging groups, AG (Y, D) may be extracted from the reference discharging group corresponding to the departure time of the passenger. This reference disengagement group AG (Y, D) is a set of passengers who get off at station D from vehicle Y. If the departure time of passenger q is located within the reference departure time interval defined by the departure times of the passengers of AG (Y, D), AG (Y, D) is the reference dropout group corresponding to the departure time of passenger q. . Therefore, passenger q can safely be estimated that he got off of vehicle Y of AG (Y, D). On the other hand, in the example shown, the entry time of the passenger q at the boarding station O corresponds to the two boarding reference groups BG (X1, O) and BG (X2, O).

Accordingly, for the passenger q, two logical paths may be made, which are obtained either by the X1 vehicle or the X2 vehicle, then transferred from the A station to the Y vehicle and then disembarked from the D station. By arranging the arrival times of X1 and X2 at the transfer station A and the departure time of the vehicle Y, the possibility of transfer can be determined after the presence of TG (X1, Y, A) and TG (X2, Y, A) is checked. have.

Referring to FIG. 8, in the method of estimating a passenger movement route of a train network according to an embodiment of the present invention, a process of generating a possible logic route in a movement route including two transfers is shown. In the example shown, for a passenger q having a boarding station (O), a first transfer station (A), a second transfer station (B), and an unloading station (D) as a physical path, first the exit time of the stop station D (Exit Time) Based on at D), AG (Z, D) may be extracted from the reference disengagement groups determined in advance, and the reference disembarkation group corresponding to the departure time of the passenger. Passenger q can safely assume that he got off of vehicle Z of AG (Z, D). On the other hand, in the example shown, the entry time of the passenger q at the boarding station O corresponds to the two boarding reference groups BG (X1, O) and BG (X2, O). Furthermore, among the trains (Y1, Y2, ...) departing after the time when the riding vehicles X1, X2 arrived at station A, the train arriving at station B before the time when the disembarkation vehicle Z at the station D departed from station B It can be seen from the train operation information that they are Y1 and Y2.

Accordingly, for passenger q, after boarding either vehicle X1 or vehicle X2, transfer to Y1 or Y2 at station A, then transfer to vehicle Z at station B, and get off at station D. Three logical paths (X1-Y1-Z; X1-Y2-Z; X2-Y2-Z) can be made. The three logical routes align the arrival times of X1 and X2 at the transit station A with the departure times of the Y1 and Y2 vehicles, and the arrival times of the Y1 and Y2 vehicles at the transit station B and the departure times of the Z vehicles at the transfer station B. TG (X1, Y1, A), TG (X1, Y2, A), TG (X2, Y2, A), TG (Y1, Z, B), TG (Y2, Z, B) It is decided next.

Referring to FIG. 9, in the method for estimating the passenger movement path of a train network according to an embodiment of the present invention, the train network as shown in FIG. 2 includes two persons having two possible physical paths including one transfer. A schematic diagram is shown for explaining the process of determining the movement route for the passengers p and q, respectively.

In the example shown, the passengers p are given boarding information of boarding station = Sillim station, gate entry time = 27,227 (seconds), getting off station = Garak market station, gate entrance time = 29,813 (seconds). In this case, the entry time and the exit time are expressed as numbers counting a specific time of day from 0 am to seconds. On the other hand, for the passenger q, the boarding station and the unloading station are the same as the passenger p, and the gate entry / exit time is similarly given. That is, passengers q are given the getting on and off information of boarding station = Sillim station, gate entry time = 27,295 (sec), disembarkation station = Garak market station, and gate advance time = 29,991 (sec).

As such, the passengers p and q have the same boarding station (M2 in FIG. 2) and the getting off station (M6 in FIG. 2), and the inter-gate time is also similar, so that it is difficult to determine the physical path only with the inter-gate time. That is, the passengers p and q may both have a path R1 translating in Jamsil station and a path R2 translating in the interband based on the inter-gate time. Because paths R1 and R2 have similar times, the inter-gate time alone is difficult to distinguish.

In contrast, according to the present invention, a possible physical path is first generated for passengers p and q. That is, paths R1 = M2-M5-M6 and paths R2 = M2-M4-M6 may be generated. This possible physical path is shown up and down on the left in FIG. 8. Above is a route (R2) starting at Sinrim Station (M2) on Line 2 and transferring to Line 3 at Miao-Bang (M4), and arriving at Garak Market Station (M6), and from Jamlim Station (M2) on Line 2 below. The route R1 arriving at the Garak market station M6 after the transfer to the line 8 in M5) is shown.

First, looking at the passenger p, the reference drop-off group is found for R2 via the alternating band M4. That is, the reference departure time interval including the gate departure time 29,813 of the passenger p [29,524; 29,874] and find the reference drop-off group AG (Y1, Garak Market Station). The first number of reference entry time intervals may be the earliest time value among gate entry times of the passengers in the reference dropoff group. The second number of reference entry time intervals may be the slowest time value among gate entry times of the passengers in the reference drop-off group. It is determined that the riding vehicle Y1 of the found reference getting off group is the getting off vehicle of the passenger p. On the other hand, for R1 via Jamsil station, since no corresponding reference drop group was found, the route R1 may be determined to be a route not used by the passenger p.

Then, the reference entry time interval 27,090 including the gate entry time 27,227 of p for the passenger p; 27, 237] and find the reference riding group BG (X1, Sillim Station). The first number of reference entry time periods may be the earliest time value among gate entry times of the passengers of the reference riding group. The second number of reference entry time intervals may be the slowest time value among gate entry times of the passengers of the reference riding group. It may be determined that the riding vehicle X1 of the found corresponding reference riding group is the riding vehicle of the passenger p.

Then, it is checked that the reference transfer groups (X1, Y1, alternating bands) previously generated for the transfer station alternate bands for the logical paths X1-Y1 exist, so that the route R2 can be determined to be the movement route used by the passenger p.

On the other hand, when looking at the passenger q, the reference departure time interval including the gate departure time 29,991 of the passenger q for R1 via Jamsil station [29,975; 30, 162] and find the reference drop-off group AG (Z2, Garak Market Station). And the getting off vehicle Z2 of the passenger q is determined by the found reference getting off group. On the other hand, since no corresponding reference drop group was found for R2 via the interband, route R2 may be determined to be a route that passenger q did not use.

Then, a reference entry time period 27,231 comprising a gate entry time 27,295 of q for passenger q; 27,411] and find the reference riding group BG (X2, Sillim Station). And the riding vehicle X2 of passenger q can be determined by the found reference riding group.

Then, by checking that there exists a reference transfer group (X2, Z2, Jamsil station) previously generated for the transfer station Jamsil station for the logical paths X2-Z2, the path R1 may be determined to be the movement route used by the passenger q.

As described above, according to the method according to the present invention, it is possible to accurately estimate the vehicle traveling path including the vehicle information. Accordingly, under the integrated fare collection system, it can be used in the field of passenger travel path estimation for distributing fare among different operators on the train network. In addition, according to the present invention, since the vehicle used by each passenger can be estimated, it provides an advantage that it is possible to provide data data analyzing the passenger use pattern.

The method may be implemented by a computing device that may include a processor, a memory, and the like. A memory is a computer readable storage medium that stores computer executable software, applications, program modules, routines, instructions, and / or data that are coded to be executed by a processor to perform a particular task. The processor may read and execute from the memory, computer executable software, applications, program modules, routines, instructions, and / or data, which, when executed by the processor, are configured to perform the methods of the present invention described above. The above-described methods of the present invention may be implemented by being coded as computer executable instructions and executed by a processor of a computing device. Computer-executable instructions may include software, applications, modules, procedures, plug-ins, programs, instructions, and / or data structures, and the like. Computing devices may include various devices, such as wearable computing devices, hand-held computing devices, smartphones, tablets, laptops, desktops, personal computers, servers, and the like. The computing device may be a stand-alone type device. The computing device may include a number of computing devices that cooperate with each other via a communication network.

Claims (9)

1. A method of estimating a travel route of a passenger in a train network in which a plurality of vehicles operate along a plurality of routes,

   Generating a reference group by estimating trains on which each passenger boards from passenger data including getting on and off information of the plurality of passengers;

   Generating at least one possible physical route made by the train line information between each passenger's boarding and unloading station from each passenger's getting on and off information;

   Generating at least one logical path for each of the possible physical paths, based on the reference group, by which a vehicle running on each train line is connected; And

   Checking the consistency of the logical path based on the reference group to determine a passenger's movement path

   A method of estimating a passenger's movement route in a train network.
2. The method of claim 1,

   The step of creating the reference group is:

   Generating a reference boarding group by estimating passengers boarding a specific first vehicle at a specific boarding station;

   Estimating passengers who get off from a specific second vehicle at a specific getting off station and generating a reference dropping group;

   Generating a reference transfer group by estimating passengers transferred from a specific third vehicle to a specific fourth vehicle at a specific transfer station;

   A method of estimating passenger movement paths in a train network, the method comprising: a.
3. The method of claim 2,

   The step of creating the reference drop group is:

   Extracting passengers having one possible physical path and no transfer from the passenger data;

   Selecting, for the extracted passengers, passengers including only one of the same vehicle by comparing vehicles departing after the gate entry time of each boarding station with vehicles arriving before the gate entry time of each boarding station; And

   It is assumed that the selected passengers have boarded the vehicle including only one, and the passengers having a specific stop station among the selected passengers are classified as the passengers who get off at the specific stop station from the vehicle estimated to have boarded the vehicle. Generating as reference reference groups, respectively

   A method of estimating a passenger's movement route in a train network.
4. The method of claim 2,

   Creating the reference ride group:

   Extracting passengers having one possible physical path and no transfer from the passenger data;

   Selecting, for the extracted passengers, passengers including only one of the same vehicle by comparing vehicles departing after the gate entry time of each boarding station with vehicles arriving before the gate entry time of each boarding station; And

   It is assumed that the selected passengers have boarded the vehicle including only one, and the passengers having a specific boarding station among the selected passengers are classified as passengers who boarded at the specific boarding station to the vehicle estimated to be boarded. Creating each as a reference ride group

   A method of estimating a passenger's movement route in a train network.
5. The method of claim 2,

   Creating the reference transit group may include:

   Extracting, from the passenger data, passengers having one possible physical path and having one transit station;

   For each of the extracted passengers, a corresponding reference riding group having a reference entry time interval including a gate entry time of each boarding station is extracted from the reference riding groups, and the boarding station is assigned to the boarding vehicle of the corresponding reference riding group. Estimating that the passenger rides in the vehicle;

   For each of the extracted passengers, a corresponding reference disembarkation group having a reference entry time period including a gate entry time of each discharging station is extracted from the reference discharging groups, and the disembarkation station is displayed on the getting-off vehicle of the corresponding reference discharging group. Estimating to be off;

   For each of the extracted passengers, checking whether the estimated riding vehicle arrived at the transit station and whether the estimated getting off vehicle departed from the transit station;

   Generating a case where it is determined that transfer is possible in the checking of the transfer, as a reference transfer group transferred from the estimated riding vehicle to the estimated getting off vehicle at the transfer station.

   Passenger movement path estimation method in a train network comprising a.
6. The method of claim 1,

   Generating the logical path includes:

   A method of estimating a passenger's movement route in a train network that determines, for each passenger, only one vehicle to be disembarked at the discharging station.
7. The method of claim 1,

   Generating the logical path includes:

   A method for estimating passenger travel routes in a train network, for each passenger, determining one or two vehicles boarded at a boarding station.
8. The method of claim 1,

   Generating the logical path includes:

   A method for estimating passenger travel routes in a train network, which determines, for each passenger, one or two vehicles transferred at a transit station.
9. A computer readable storage medium comprising computer executable instructions coded to execute a particular task when executed by a processor of a computing device,

   The computer executable instructions, when executed by the processor, are configured to perform a method of estimating a travel route of a passenger in a train network in which a plurality of vehicles travel along a plurality of routes, the method comprising:

   Generating a reference group by estimating trains on which each passenger boards from passenger data including getting on and off information of the plurality of passengers;

   Generating at least one possible physical route made by the train line information between each passenger's boarding and unloading station from each passenger's getting on and off information;

   Generating at least one logical path for each of the possible physical paths, based on the reference group, by which a vehicle running on each train line is connected; And

   Checking the consistency of the logical path based on the reference group to determine a passenger's movement path

   And a computer readable storage medium.

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