JP7382200B2 - Boarding and alighting determination device, boarding and alighting determination method, and boarding and alighting determination program - Google Patents

Description

The present invention relates to a boarding/alighting determination device, a boarding/alighting determination method, and a boarding/alighting determination program.

A mobile phone or an in-vehicle navigation device can receive radio waves from a GPS (Global Positioning System) satellite and know its own position information. 2. Description of the Related Art There is a known technique for determining whether or not a pedestrian is riding in a vehicle by comparing location information of a mobile phone carried by the pedestrian with location information of a navigation device mounted on the vehicle.

The boarding/alighting determination method disclosed in Patent Document 1 determines that a pedestrian is boarding a vehicle when a mobile phone is present within a radius n of the vehicle. Further, in the getting-on/off determining method, if there is no mobile phone within a radius m (m>n) centered on the vehicle, it is determined that the pedestrian is not in the vehicle. In the location information notification system of Patent Document 2, when a mobile terminal device exists near a vehicle and the moving speed of the mobile terminal device exceeds a threshold value, the pedestrian is not walking on the sidewalk, but the vehicle is approaching the vehicle. It is determined that the vehicle is in a vehicle.

Japanese Patent Application Publication No. 2012-194627 Japanese Patent Application Publication No. 2010-169570

The vehicles in Patent Documents 1 and 2 mentioned above are automobiles. Similarly, in railway vehicles, there is a need to know whether or not a user (passenger) is on board the vehicle. Many railway stations are equipped with gate devices such as ticket gates. Many users have their transportation IC cards read by gate devices at boarding and alighting stations. Then, it can be estimated that the user was on the vehicle from the boarding station to the alighting station.

This conventional method attempts to determine the boarding section from the reading results of the gate device at each station, and not only does it not assume that fares will be charged according to differences in transit points, but it also prevents fraud such as ticket boarding. can't even deal with it. Furthermore, railway operators incur large costs for maintaining equipment such as deposit machines, ticket gates, and payment machines. If users could accurately determine the riding section by simply getting on and off the vehicle, equipment maintenance costs would be greatly reduced.

The technologies disclosed in Patent Documents 1 and 2 eliminate the need for equipment such as gate devices by utilizing GPS technology. However, the techniques of Patent Documents 1 and 2 are based on the premise that they are applied to private cars, and lack the idea of charging a fare to a user according to the boarding station, transit station, and alighting station. Therefore, an object of the present invention is to easily know a user's movement trajectory based on getting on and off a vehicle.

The boarding/alighting determination device of the present invention acquires the position information of the vehicle and the position information of the user of the vehicle every time the vehicle departs from the stop, and the acquired position information of the vehicle and the position information of the user. The boarding/alighting determination unit includes a boarding/alighting determination unit that determines whether or not the user is boarding the vehicle based on the degree of overlap between the vehicle and the vehicle, and the boarding/alighting determination unit is configured to detect location information of other vehicles at the stop and position information of the user. The vehicle after which the user has transferred is identified according to the degree of overlap between the two, and the user gets off the vehicle without changing between the time when the vehicle departs from the stop and a predetermined time required for transfer. It is characterized by determining whether or not it has been done .
Other means will be explained in the detailed description.

According to the present invention, it is possible to easily know a user's movement trajectory based on getting into and out of a vehicle.

FIG. 2 is a diagram showing the configuration of a boarding/alighting determination device. FIG. 2 is a diagram illustrating the positional relationship between a user and a vehicle. It is a figure explaining the movement of users at a station. It is a figure explaining the movement of users at a station. It is a figure explaining the movement of users at a station. It is a figure which shows an example of departure time information. It is a figure showing an example of vehicle position information. It is a figure showing an example of station position information. It is a figure showing an example of user information (at the time of login). It is a figure which shows an example of user information (boarding/alighting confirmation time). It is a figure which shows an example of user information (boarding/alighting confirmation time). It is a figure which shows an example of user information (boarding/alighting confirmation time). It is a flowchart of a processing procedure. It is a figure explaining the station where a transfer is possible. It is a figure showing an example of transfer information. FIG. 3 is a diagram illustrating the handover of a tracked vehicle.

Hereinafter, a mode for carrying out the present invention (referred to as "this embodiment") will be described in detail with reference to the drawings and the like. The boarding/alighting determination device of this embodiment is applied to vehicles traveling on railway lines and their users. However, this is just an example, and the present invention is also applicable to other means of transportation such as route buses. The base where users get on and off the transportation system is generally called a "stop". The "station" in this embodiment is an example of a stop.

(Getting on/off judgment device)
FIG. 1 is a diagram showing the configuration of a boarding/alighting determination device. The boarding/alighting determination device 1 is a general computer, and includes a central control device 11, an input device 12 such as a mouse and a keyboard, an output device 13 such as a display, a main storage device 14, an auxiliary storage device 15, and a communication device 16. These are interconnected by a bus. The auxiliary storage device 15 stores departure time information 31, vehicle location information 32, station location information 33, user information 34, and transfer information 35 (all details will be described later).

The determination preparation section 21 and the boarding/alighting determination section 22 in the main storage device 14 are programs. The central controller 11 reads these programs from the auxiliary storage device 15 and loads them into the main storage device 14, thereby realizing the functions of each program (details will be described later). The auxiliary storage device 15 may be configured independently from the boarding/alighting determination device 1. The boarding/alighting determination device 1 is capable of communicating with a traffic management system 5, a train control system 6, and a radio base station 7 via a network 2. The wireless base station 7 is capable of communicating with the vehicle 3 and the mobile terminal device 4 .

The traffic management system 5 records which vehicles are scheduled to depart from and arrive at which station at what time (scheduled timetable information), which vehicles actually depart from and arrive at which station at what time (actual timetable information), and delay information that is the difference between the two. , and manage accident information, etc. The train control system 6 originally controls the starting and stopping of vehicles, the running speed, the opening and closing of passenger doors, the air conditioning inside the train, and the like, as well as controlling the traffic signals and the like on the railway line. In many cases, a crew member drives the vehicle. In this case, the train control system 6 performs auxiliary controls such as speed monitoring and emergency brake operation.

The vehicle 3 is a train consisting of one train. Trains in urban areas may include more than 10 cars. The vehicle 3 has a GPS device 42 at the midpoint of its longitudinal length. The vehicle 3 stores a GPS application 41 as software for controlling the GPS device 42 at an arbitrary location. The GPS device 42 receives radio waves from a plurality of artificial satellites (not shown) and calculates its own position information (latitude and longitude). The mobile terminal device 4 is carried by each user. The mobile terminal device 4 has a GPS device 43. The mobile terminal device 4 stores a GPS application 44 as software that controls the GPS device 43. The GPS device 43 receives radio waves from a plurality of artificial satellites and calculates its own position information.

The GPS device 42 of the vehicle 3 and the GPS device 43 of the mobile terminal device 4 transmit their own position information to the boarding/alighting determination device 1 via the wireless base station 7 and the network 2.

(Positional relationship between user and vehicle)
FIG. 2 is a diagram illustrating the positional relationship between the user and the vehicle. At boarding time 51a, the user 45 is just about to board the vehicle 3 at a certain station. At this point, the boarding/alighting determination device 1 acquires the position information of the GPS device 42 of the vehicle 3 and the position information of the GPS device 43 of the mobile terminal device 4, and displays the results on the output device 13, as shown in the schematic diagram 52a. .

The circle 46 is a circle whose center is the position of the GPS device 42 and whose diameter is the longitudinal length of the vehicle 3. The circle 47 is a circle centered on the position of the GPS device 43. Although the diameter of the circle 47 can be set arbitrarily, it is desirable that it be smaller than the diameter of the circle 46 from the viewpoint of visibility. The movement trajectory 53 is a trajectory along which the GPS device 42 of the vehicle 3 moves. Here, circle 47 is outside circle 46. This indicates that the user 45 is not riding in the vehicle 3. The reason why the position of the vehicle 3 is expressed by a circle 46 rather than an elongated rectangle or the like is because the direction of the vehicle 3 changes variously (360 degrees) depending on the route condition of the line section.

During riding 51b, the user 45 is riding in the vehicle 3. At this point, the boarding/alighting determination device 1 acquires the position information of the GPS device 42 of the vehicle 3 and the position information of the GPS device 43 of the mobile terminal device 4, and displays the results on the output device 13, as shown in the schematic diagram 52b. . Here, circle 47 is inside circle 46. This indicates that the user 45 is riding in the vehicle 3.

At the time of alighting 51c, the user 45 has just gotten off the vehicle 3 at another station. At this point, the boarding/alighting determination device 1 acquires the position information of the GPS device 42 of the vehicle 3 and the position information of the GPS device 43 of the mobile terminal device 4, and displays the results on the output device 13, as shown in the schematic diagram 52c. . Here, circle 47 is outside circle 46. This indicates that the user 45 is not riding in the vehicle 3.

(Movement of users at the station)
FIG. 3 is a diagram illustrating the movement of users at a station. A platform 62 of station a is arranged along the track 61. “P01” and the like in FIG. 3 are user IDs as identifiers that uniquely identify users. In this embodiment, since there is a one-to-one correspondence between users and mobile terminal devices 4, the user ID is also an identifier that uniquely identifies the mobile terminal device 4. Users P01, P02, and P03 are waiting on platform 62 for their vehicles to arrive. Users P04 and P05 are approaching platform 62.

It is now assumed that users P01, P02, P03, and P04 are logged in to the boarding/alighting determination device 1, and user P05 is not logged in. Login means establishing communication between the GPS device 43 of the mobile terminal device 4 and the boarding/alighting determination device 1 for the purpose of transmitting position information. Furthermore, it is assumed that the boarding/alighting determination device 1 has acquired the positional information of station a in advance. At this time, the boarding/alighting determination device 1 can display the users P01, P02, P03, and P04 on the output device 13 with the track 61 and platform 62 in the background. The boarding/alighting determination device 1 cannot display the user P05. Note that the display of the mobile terminal device 4 is omitted in FIG. 3 (the same applies to FIGS. 4 and 5).

FIG. 4 is also a diagram illustrating the movement of users at the station. Vehicle 3 arrived at station a, and users P01 and P02 boarded vehicle 3 from platform 62. User P03 did not ride in vehicle 3. Users P04 and P05 are closer to platform 62 than in FIG. All users other than the user P05 are logged into the boarding/alighting determination device 1. Thereafter, the vehicle 3 departs from station a toward the next station (in the traveling direction 63), and the tail end of the vehicle 3 eventually reaches the end of the platform 62.

At this time, the boarding/alighting determination device 1 can display the users P01, P02, P03, and P04 on the output device 13 with the track 61, platform 62, and vehicle 3 in the background. The boarding/alighting determination device 1 cannot display the user P05. The circle 46 is a circle whose center is the position of the GPS device 42 of the vehicle 3 and whose diameter is the longitudinal length of the vehicle 3. Users P01 and P02 in FIG. 4 correspond to the circle 47 in the in-vehicle 51b in FIG. 2.

FIG. 5 is also a diagram illustrating the movement of users at the station. Vehicle 3 arrived at station b, and user P01 got off from vehicle 3 to platform 64. The user P02 remains in the vehicle 3. User P03 continues to wait on platform 62 of station a. Users P04 and P05 are at almost the same positions as in FIG. It is highly likely that users P04 and P05 happen to be near station a for a purpose other than boarding the vehicle 3. Users other than user P05 are logged into the boarding/alighting determination device 1. Thereafter, the vehicle 3 departs from station b toward the next station, and the tail end of the vehicle 3 eventually reaches the end of the platform 64.

At this time, the boarding/alighting determination device 1 can display the users P01, P02, P03, and P04 on the output device 13 with the track 61, platform 62, platform 64, and vehicle 3 in the background. The circle 46 is a circle whose center is the position of the GPS device 42 of the vehicle 3 and whose diameter is the longitudinal length of the vehicle 3. The user P02 in FIG. 5 corresponds to the circle 47 in the boarding state 51b in FIG. 2, and the user P01 corresponds to the circle 47 in the alighting state 51c in FIG.

Generally, the movement of users while a vehicle is stopped at a station and the passenger door is open is not simple. Some users board a vehicle from a platform and then immediately get off the vehicle again on the same platform. A user exits a vehicle onto a platform and then immediately re-boards the same vehicle. Although such movements often occur due to misunderstandings or schedule changes by users, in order to ensure safety and on-time operation during busy times, users who do not plan to get off at that station are temporarily disembarked on the platform. I often let them do it.

Then, the timing of determining that a certain user has boarded or disembarked (the time when boarding/alighting is confirmed) becomes a problem. The passenger door may be opened again immediately after being closed. Therefore, the time when the passenger door is closed is not suitable as the time when getting on and off the vehicle is confirmed.

With a portion of the vehicle hanging on the platform, passengers can hop on or off through unlocked doors on the passenger deck. Although such a phenomenon is rarely seen in Japan today, it is commonly seen in some developing countries. Therefore, the point in time when such jumping on and off becomes definitely impossible is suitable as the point in time when getting on and off is confirmed.

In this embodiment, the boarding/alighting confirmation point is immediately after the vehicle departs from the station, and is the point in time when the tail end of the vehicle reaches the end of the platform, that is, the point in time when the vehicle completely leaves the station. In addition, by defining the boarding/alighting time in this way, there is also an effect that the circle 46 indicating the position of the vehicle 3 does not overlap with the platform.

(Departure time information)
FIG. 6 is a diagram showing an example of the departure time information 31. In the departure time information 31, the line section name is shown in the line section name column 102, the vehicle ID is shown in the vehicle ID column 103, and the departure time column 104 is associated with the line section ID stored in the line section ID column 101. The departure time is memorized.

The line section ID in the line section ID column 101 is an identifier that uniquely identifies a line section. A line section is a route on which vehicles can travel without changing trains. One railway operator may have multiple line sections.
The line section name in the line section name column 102 is the name of the line section.

The vehicle ID in the vehicle ID column 103 is an identifier that uniquely identifies a vehicle. The vehicle of this embodiment is a train consisting of one or more car bodies. Physically the same vehicle may make multiple trips between terminal stations during the same day. In this case, even if the vehicles are physically the same, a different vehicle ID will be assigned each time the vehicle is turned back.
The departure time in the departure time column 104 is the departure time of the vehicle at each station (the arrival time only at the terminal station). Although not shown in FIG. 6, the train departure time is actually stored in seconds.

The departure time information 31 is created by the operation management system 5 for each line section and for each up and down line. The departure time information 31b in FIG. 6 is the departure time information 31 for "Line B." In Japan, unless there are special circumstances, vehicles operate regularly according to departure time information 31 created in advance. However, due to congestion, accidents, bad weather, etc., the future portion of the departure time information 31 created in advance may be revised. The traffic management system 5 always maintains the departure time information 31 for each line section in the latest state after review.

(Vehicle location information)
FIG. 7 is a diagram showing an example of the vehicle position information 32. In the vehicle position information 32, in association with the vehicle ID stored in the vehicle ID column 111, the line section ID column 112 shows the line section ID, the latest position acquisition time column 113 shows the latest position acquisition time, and the position information column Position information is stored in column 114, and time to leave home after departure is stored in column 115 of time to leave home after departure.

The vehicle ID in the vehicle ID column 111 is the same as the vehicle ID in FIG.
The line section ID in the line section ID column 112 is the same as the line section ID in FIG.
The latest position acquisition time in the latest position acquisition time column 113 is the latest time when the position information of the vehicle was acquired. “#” abbreviates a different value (the same applies below).

The location information in the location information column 114 is the location information (latitude and longitude) of the GPS device 42 of the vehicle 3.
The post-departure platform leaving time in the post-departure platform leaving time column 115 is the time between the time when the vehicle 3 departs from the station and the time when getting on and off is confirmed. The boarding/alighting determination device 1 calculates the platform leaving time after departure based on the longitudinal length of the vehicle 3, the length of the platform, and the speed (acceleration). The time for leaving the platform after departure differs for each vehicle and for each station. The boarding/alighting determination device 1 stores in the column the time for leaving the platform after departure, which is calculated based on past experience for each vehicle and each station. Therefore, "#" in the column becomes an n-dimensional vector. n is the number of stations belonging to the line section. To simplify the process, the time for leaving the platform after departure may be constant for each line section, regardless of the vehicle or station. In this case, "#" is a one-dimensional scalar.

(Station location information)
FIG. 8 is a diagram showing an example of the station location information 33. In the station location information 33, in association with the station ID stored in the station ID field 121, the station name field 122 shows the station name, the position information field 123 shows the position information, and the line section ID field 124 shows the line section ID. remembered.
The station ID in the station ID column 121 is an identifier that uniquely identifies a station.
The station name in the station name column 122 is the name of the station.

The location information in the location information column 123 is the location information (latitude and longitude) of the station.
The line section ID in the line section ID column 124 is the same as the line section ID in FIG. There are cases where multiple line section IDs are stored in this column (in the case of stations where transfer is possible).

(User information)
There are two types of user information created by the boarding/alighting determination device 1. One is the user information (at the time of login) 34 in FIG. 9, and the other is the user information (at the time of boarding/alighting confirmation) 34b in FIGS. 10, 11, and 12. The boarding/alighting determination device 1 creates a record of user information (login point) 34 for each user when the mobile terminal device 4 of each user enters the login state. Thereafter, the boarding/alighting determination device 1 tracks when a specific vehicle stops at each station, and each time the boarding confirmation time arrives, the boarding/alighting determination device 1 collectively collects user information (boarding/alighting confirmation time) 34b for the users of that vehicle. create. The structure of each column in both is the same.

FIG. 9 is a diagram showing an example of the user information (at the time of login) 34. FIG. 10, FIG. 11, and FIG. 12 are diagrams showing an example of the user information (boarding/alighting confirmation time) 34b. In the user information (at the time of login) 34 and the user information (at the time of boarding/alighting confirmation) 34b, the login state is associated with the user ID stored in the user ID field 131, and the login state is displayed in the login state field 132, and the position acquisition time is The column 133 stores the position acquisition time, the line section ID column 134 stores the line section ID, the section column 135 stores the section, and the boarding/alighting status column 136 stores the boarding/alighting status.

The user ID in the user ID column 131 is an identifier that uniquely identifies the user (passenger). As described above, the user ID is also an identifier that uniquely identifies the mobile terminal device 4.
The login status in the login status column 132 is either "logged in" or "not logged in." Even if there is no login, the boarding/alighting determination device 1 creates a "non-login" record for a user who is scheduled to log in later due to prior registration or the like.
The location acquisition time in the location acquisition time column 133 is the time when the user's location information was acquired. The position acquisition time is the time of login in the user information (time of login) 34, and the time of confirmation of getting on and off in the user information (time of getting on and off) 34b.

The line section ID in the line section ID column 134 is the same as the line section ID in FIG. However, "outside the station" indicates that the user is outside the station.
The section in the section column 135 is either "station name" or "station name to station name". For example, "a station" indicates that the user is on the platform of that station. “Station a to station b” indicates that a user is riding in a vehicle traveling from station a to station b.

The boarding/alighting status in the boarding/alighting status field 136 is one of "unknown," "before boarding," "currently boarding," or "alighting." “Unknown” indicates that the user was at the station, but the user's behavior is unknown because the vehicle has not arrived at the station. “Before boarding” indicates that the user did not board the arriving vehicle due to reasons such as a different destination. “On board” indicates that the user boarded the vehicle at that station and is now on board the vehicle between that station and the next station. “Getting off” indicates that the user got off the vehicle at that station.

Note that the "-" in each column of the user information 34 (34b) indicates that the login status of the record is "non-login" or the line section ID is "outside the station". Indicates that the information cannot be defined.

The location acquisition times in FIG. 9 are different for each user, such as "t01", "t02", "t03", and "t04". This is because the login time differs for each user. The position acquisition time "t1" in FIG. 10 is common to each user. This is because the boarding/alighting determination device 1 acquires the position information of all users regarding the vehicle at once at the time when boarding/alighting at station a is confirmed. The same applies to FIGS. 11 and 12. "t2" is the time when boarding and alighting is confirmed for station b, and "t3" is a time when boarding and alighting is confirmed for station c. As for the order of time, "t01, t02, t03, t04<t1<t2<t3" holds true. The larger the value, the later the time. However, the relationship between t01, t02, t03, and t04 is not particularly limited.

9 to 12, we will look at the movements of the user P01 as an example.
・User P01 intended to pay the fare by automatic withdrawal from his designated account at a later date, without purchasing a ticket or using a transportation IC card, when boarding the train from station a. User P01 headed for station a on foot.
- At time t01, user P01 arrived at the platform of station a and logged in to the boarding/alighting determination device 1 from the mobile terminal device 4 (record 137 in FIG. 9). At time t01, no vehicle has arrived at the platform.

- The vehicle arrived at station a, and user P01 boarded the vehicle. Shortly after the vehicle departs for the next station b, the tail end of the vehicle reaches the end of the platform at time t1 (t01<t1). At time t1, user P01 is between station a and station b (record 138 in FIG. 10).
- The vehicle arrived at station b, and user P01 got off the vehicle. Shortly after the vehicle departs for the next station c, the tail end of the vehicle reaches the end of the platform at time t2 (t1<t2). At time t2, user P01 is at station b (record 139 in FIG. 11).

- User P01 logged out a while after getting off the vehicle at station b.
The vehicle arrived at station c, and other passengers got on and off. Shortly after the vehicle departs for the next station d, the tail end of the vehicle reaches the end of the platform at time t3 (t2<t3). At time t3, the boarding/alighting determination device 1 does not have information about the user P01 (record 140 in FIG. 12).

(Processing procedure)
FIG. 13 is a flowchart of the processing procedure. As a premise for starting the processing procedure, it is assumed that the vehicle position information 32 (provided that the latest position acquisition time column 113 and the position information column 114 are blank) is stored in the auxiliary storage device 15 in the latest state.

In step S201, the determination preparation unit 21 of the boarding/alighting determination device 1 acquires the departure time information 31 (FIG. 6). Specifically, the determination preparation unit 21 acquires the departure time information 31 from the operation management system 5. The operation management system 5 maintains the departure time information 31 in the latest state that reflects delays due to congestion and the like.

In step S202, the determination preparation unit 21 acquires the station location information 33 (FIG. 8). Specifically, the determination preparation unit 21 acquires station location information 33 from the operation management system 5. Unless a new station is built or a station is renovated, the contents of the station location information 33 will not change. Therefore, the determination preparation unit 21 may omit this step if the previously acquired station location information 33 can be used as is.

In step S203, the determination preparation unit 21 determines whether the login has been accepted. Specifically, if the determination preparation unit 21 receives a login from any of the users (step S203 "Yes"), the process proceeds to step S204, and otherwise (step S203 "No"), the process remains on standby. . Here, to simplify the explanation, it is assumed that a login is accepted from user P01 at station a. At this time, the mobile terminal device 4 of the user P01 transmits the user ID "P01" and current position information to the boarding/alighting determination device 1.

In step S204, the boarding/alighting determination unit 22 of the boarding/alighting determination device 1 creates user information (at the time of login) 34 (FIG. 9). Specifically, first, the boarding/alighting determination unit 22 creates a record 137 of user information (at the time of login) 34.
Second, the boarding/alighting determination unit 22 refers to the departure time information 31 acquired in step S201 and identifies a vehicle that will arrive at station a immediately after the current time t01. The vehicle identified here is called a "tracked vehicle." It is assumed that the vehicle ID of the vehicle to be tracked is "01-001".

In step S205, the boarding/alighting determination unit 22 determines whether the train departure time at the station has arrived. Specifically, if the boarding/alighting determination unit 22 has reached the boarding/alighting determination time of the tracked vehicle at station a (step S205 "Yes"), the process proceeds to step S206; otherwise (step S205 "No"). ), then wait.

Incidentally, the boarding/alighting determination unit 22 refers to the vehicle location information 32 (FIG. 7) and the station location information 33 (FIG. 8), obtains the time when the tracked vehicle leaves the platform after departure at station a, and obtains the departure time information 31 ( With reference to FIG. 6), the departure time of the vehicle to be tracked at station a is obtained. Then, the boarding/alighting determining unit 22 determines the time of boarding/alighting determination by adding the time after departure from the platform to the train departure time.

In step S206, the boarding/alighting determination unit 22 acquires vehicle position information. Specifically, the boarding/alighting determination unit 22 acquires current position information of the GPS device 42 of the vehicle to be tracked.
In step S207, the boarding/alighting determination unit 22 acquires the user's position information. Specifically, the boarding/alighting determination unit 22 acquires the current position information of the GPS device 43 of the mobile terminal device 4 operated by the user P01.

In step S208, the boarding/alighting determination unit 22 compares the user's location information and the vehicle's location information. Specifically, first, the boarding/alighting determination unit 22 stores a circle 46 (FIG. 2) whose center is the point of the position information acquired in step S206 and whose diameter is the longitudinal length of the tracked vehicle, for example, in an auxiliary storage device. 15 on a map (not shown) stored in advance.
Second, the boarding/alighting determination unit 22 draws a circle 47 (FIG. 2) with a diameter of "d" centered on the point of the position information acquired in step S207 on the map. It is preferable that "d" here is sufficiently small compared to the longitudinal length of the vehicle to be tracked. In extreme cases, d=0. At this time, the circle 47 becomes the position information point itself.

Thirdly, the boarding/alighting determining unit 22 creates a determination result of "riding the vehicle" or "not boarding" according to the degree of overlap between the circles 46 and 47. “Aboard the vehicle” corresponds to the boarding/disembarking status “In the vehicle”. “Not boarding” corresponds to the boarding/disembarking status “before boarding” or “getting off”.

If the degree of overlap between the circles 46 and 47 is, for example, one of the following examples, the boarding/alighting determination unit 22 creates a determination result of "riding the vehicle"; Create a judgment result that says "No."
<Example 1> Circle 46 completely encompasses circle 47.
<Example 2> There is an overlapping portion between circles 46 and 47.
<Example 3> The area of the overlapping portion of circle 46 and circle 47 exceeds a predetermined threshold.

In step S209, the boarding/alighting determination unit 22 updates the record of the vehicle position information 32 (FIG. 7). Specifically, the boarding/alighting determination unit 22 uses the current time and the position information acquired in step S206 as the latest position acquisition time column 113 and the record for the vehicle ID "01-001" of the vehicle position information 32 (FIG. 7). It is stored in the position information column 114.

In step S210, the boarding/alighting determination unit 22 creates user information (boarding/alighting confirmation time) 34b (FIG. 10). Specifically, the boarding/alighting determining unit 22 creates a record 138 of user information (time of boarding/alighting confirmation) 34b.

In step S211, the boarding/alighting determination section 22 determines whether or not a logout has been accepted. Specifically, when the determination preparation unit 21 receives a logout from the user P01 (step S211 "Yes"), the process proceeds to step S212, and in other cases (step S211 "No"), the process returns to step S205. In step S205 after returning, the boarding/alighting determination unit 22 determines whether the time for boarding/alighting determination at station b has arrived.

User P01 remains logged in until he gets off the train at his destination station. While the login is maintained, the boarding/alighting determination unit 22 repeats the processing of steps S205 to S211. Then, the boarding/alighting determining unit 22 accumulates a record of the user information (the time of boarding/alighting confirmation) 34b regarding the user P01 each time the tracked vehicle departs from the station.

In step S212, the boarding/alighting determination unit 22 creates a movement trajectory of the user. Specifically, the boarding/alighting determination unit 22 traces the boarding/alighting status of the records of the user information (at the time of login) 34 and the accumulated user information (at the time of boarding/alighting confirmation) 34b, thereby determining the boarding station of the user P01 and the transit route. Get the station and getting off station. Thereafter, the processing procedure ends. In separate processing, the user's movement trajectory is used for billing the user.

In the processing procedure of FIG. 13, an example in which one user rides in one tracking target vehicle is described for ease of explanation. In reality, the processes in steps S203 to S212 are executed concurrently for many users. However, if multiple users log in at the same station at the same time, the trains to be tracked will be the same for those users.

The above processing procedure is based on the premise that the tracked vehicle departs from each station according to the departure time information 31 acquired in step S201. In Japan, the probability that vehicles run on time is extremely high. However, due to congestion or the like, the distance between vehicles may be adjusted. Therefore, when the vehicle actually departs from each station, the GPS device 42 of the vehicle 3 or the train control system 6 may transmit a "departure signal" to the boarding/alighting determination device 1 to indicate that the vehicle has departed. In this case, the process in step S205 is as follows.

In step S205, the boarding/alighting determination unit 22 determines whether a departure signal has been received. Specifically, when the boarding/alighting determination unit 22 receives the departure signal of the tracked vehicle at station a (step S205 "Yes"), the boarding/alighting determination unit 22 waits for the elapse of the platform leaving time after departure at station a, and then proceeds to step S206. move on. In other cases (step S205 "No"), the boarding/alighting determination unit 22 remains on standby.

(Modified example of transfer)
Especially in urban areas, many railway lines intersect in a complex manner, forming a network. In many cases, it is possible to transfer at transit stations. Here, "transfer" means that a user gets off a vehicle at a certain station and gets on another vehicle.

FIG. 14 is a diagram illustrating stations where transfer is possible. Line section R01 has 5 stations, line section R02 has 6 stations, line section R03 has 4 stations, and line section R04 has 4 stations. are doing. Among these stations, station c is shared by line sections R01 and R02, and station g is shared by line sections R02 and R04. Line section R03 is isolated from other line sections. C station and g station are stations where you can transfer. Note that FIG. 14 is not consistent with the example of FIG. 6.

(Transfer information)
FIG. 15 is a diagram showing an example of the transfer information 35. The transfer information 35 is a matrix whose vertical and horizontal axes are line section IDs. In the cell at the intersection of the vertical and horizontal axes, names of stations where transfer is possible on the two line sections are stored. “X” indicates that there is no station where transfer is possible between the two line sections. However, the "x" does not mean that the two line sections are isolated from each other. For example, an "x" is stored in the cell at the intersection of R01 and R04, but if you transfer twice, you can go back and forth between the two.

(Transfer of tracked vehicle)
FIG. 16 is a diagram illustrating the handover of the tracked vehicle. A thin line circle adjacent to each station indicates the position information of the vehicle at the time of boarding/alighting determination. The thick circle indicates the position information of the user P01. The dashed arrow indicates the movement trajectory of the user P01.

User P01 boarded a vehicle at station a on line section R01, got off the vehicle at station c, and immediately boarded another vehicle on line section R02. The circle 46x indicating the position information of the vehicle departing from station c in the line section R01 does not overlap the circle 47 indicating the position information of the user P01. Therefore, the boarding/alighting determination unit 22 of the boarding/alighting determination device 1 recognizes that the user P01 is not on board the vehicle (bound for station d) that departed from c station in line section R01.

At this point, the circle 46y indicating the position information of the vehicle departing from station c in the line section R02 overlaps the circle 47 indicating the position information of the user P01 for the first time. Therefore, the boarding/disembarking determination unit 22 of the boarding/disembarking determination device 1 recognizes that the user P01 is boarding the vehicle (bound for m station) that departed from c station on line section R02. The amount charged for the fare differs depending on whether such movements of the user P01 are determined to be a series of movement trajectories or two separate movement trajectories on the same day. Naturally, the latter will be more expensive by the amount of the first ride.

(Modified example of processing procedure for handing over tracked vehicle)
If the station in step S205 is a station where transfer is possible, such as c station, the boarding/alighting determination unit 22 executes the following process in step S206 immediately thereafter.
- The boarding/alighting determination unit 22 acquires the position information of the vehicle in the line section R01 at the time of boarding confirmation.
- The boarding/disembarking determination unit 22 determines whether the vehicle in line section R01 arrives at c station on line section 02 between the time when the vehicle on line section R01 arrives at station c and the time when a predetermined transfer time (for example, 15 minutes) is added to that time. At least one departing up-bound vehicle (transfer candidate vehicle) and one down-bound vehicle are identified.
- The boarding/alighting determination unit 22 acquires position information of each transfer candidate vehicle at the time of boarding confirmation.

Furthermore, in step S207 immediately after that, the boarding/alighting determination unit 22 acquires the position information of the user P01 at the time of boarding confirmation of each transfer candidate vehicle.

Furthermore, in step S208 immediately after that, the boarding/alighting determination unit 22 executes the following process.
- The boarding/alighting determination unit 22 determines the degree of overlap between the position information of the user P01 and the position information of all transfer candidate vehicles.
- If there is a vehicle among the transfer candidate vehicles whose location information overlaps with the location information of user P01, the boarding/alighting determination unit 22 identifies that vehicle as the vehicle in which user P01 actually boarded (transferred). do. If there is no overlapping vehicle, it is determined that the user P01 got off the vehicle without changing trains.

(How to obtain location information)
In addition to GPS, there is an example of acquiring vehicle position information using an image acquired by a camera mounted on the vehicle. The camera can image the background from the train window (including the signboard with the station name). In addition to GPS, as an example of acquiring the user's location information, there is an example of using the location information of the wireless base station 7 with which the mobile terminal device 4 has established communication.

(Effects of this embodiment)
The effects of the boarding/alighting determination device of this embodiment are as follows.
(1) The boarding/alighting determination device can determine whether a user gets on or off at each station.
(2) The boarding/alighting determination device can use the widely used GPS.
(3) The boarding/alighting determination device can reliably determine boarding/alighting without being affected by temporary boarding/alighting, jumping on, jumping off, etc. from a vehicle.
(4) The boarding/alighting determination device can easily specify vehicle position information regardless of the orientation of the vehicle.
(5) The boarding/alighting determination device can identify a user's movement trajectory that reflects transfers.

Note that the present invention is not limited to the embodiments described above, and includes various modifications. For example, the embodiments described above are described in detail to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described. Furthermore, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add, delete, or replace a part of the configuration of each embodiment with other configurations.

Further, each of the above-mentioned configurations, functions, processing units, processing means, etc. may be partially or entirely realized in hardware by designing, for example, an integrated circuit. Furthermore, each of the configurations, functions, etc. described above may be realized by software by a processor interpreting and executing programs for realizing the respective functions. Information such as programs, tables, files, etc. that implement each function can be stored in a memory, a recording device such as a hard disk, an SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.

In addition, control lines and information lines are shown that are considered necessary for explanation, and not all control lines and information lines are necessarily shown in the product. In reality, almost all configurations may be considered interconnected.

1 Boarding and alighting determination device 2 Network 3 Vehicle 4 Mobile terminal device 11 Central control device 12 Input device 13 Output device 14 Main storage device 15 Auxiliary storage device 16 Communication device 21 Determination preparation section 22 Boarding and alighting determination section 31 Departure time information 32 Vehicle position information 33 Station location information 34 User information 35 Transfer information

Claims (7)

Each time the vehicle leaves the stop,
obtaining location information of the vehicle and location information of the user of the vehicle;
comprising a boarding/alighting determination unit that determines whether or not the user is boarding the vehicle according to the degree of overlap between the acquired vehicle location information and the user's location information;
The boarding/alighting determination section includes:
identifying the vehicle after which the user has transferred according to the degree of overlap between the position information of other vehicles at the stop and the position information of the user;
Determining whether the user alights from the vehicle without transferring between the time when the vehicle departs from the stop and a predetermined time required for transfer.
A boarding/alighting determination device characterized by: The boarding/alighting determination section includes:
The time point at which the vehicle after the user transfers is identified,
the time after the vehicle arrives at the stop;
The boarding/alighting determination device according to claim 1, characterized in that: The boarding/alighting determination section includes:
Obtaining position information of the vehicle from a GPS device installed in the vehicle,
acquiring location information of the user from a GPS device carried by the user;
The boarding/alighting determination device according to claim 1 or 2, characterized in that: The time when the vehicle departs from the stop is:
Immediately after the vehicle departs from the stop, the point is when the vehicle completely leaves the stop;
The boarding/alighting determination device according to any one of claims 1 to 3 , characterized in that: The boarding/alighting determination section includes:
determining that the user is riding in the vehicle when the user exists within a circle whose diameter is the longitudinal length of the vehicle;
The boarding/alighting determination device according to any one of claims 1 to 4 . The boarding/alighting determination unit of the boarding/alighting determination device is
Each time the vehicle leaves the stop,
obtaining location information of the vehicle and location information of the user of the vehicle;
Determining whether the user is riding in the vehicle according to the degree of overlap between the acquired vehicle location information and the user's location information;
identifying the vehicle after which the user has transferred according to the degree of overlap between the position information of other vehicles at the stop and the position information of the user;
Determining whether the user alights from the vehicle without transferring between the time when the vehicle departs from the stop and a predetermined time required for transfer.
A boarding/alighting determination method for a boarding/alighting determination device. For the boarding/alighting determination section of the boarding/alighting determination device,
Each time the vehicle leaves the stop,
obtaining location information of the vehicle and location information of the user of the vehicle;
executing a process of determining whether the user is riding in the vehicle according to the degree of overlap between the acquired vehicle location information and the user's location information;
executing a process of identifying a vehicle after which the user has transferred according to the degree of overlap between the position information of other vehicles at the stop and the position information of the user;
executing processing for determining whether or not the user has alighted from the vehicle without transferring between the time when the vehicle departs from the stop and a predetermined time required for transfer;
A boarding/alighting determination program for operating a boarding/alighting determination device characterized by the following.

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