TWI837712B - System, method, and computer readable medium for analyzing public transportation transfer gap using ticket data - Google Patents
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Abstract
Description
本發明係關於一種大眾運輸轉乘縫隙分析技術,特別是指一種應用票證資料分析大眾運輸轉乘縫隙之系統、方法及電腦可讀媒介。 The present invention relates to a public transportation transfer gap analysis technology, and more particularly to a system, method and computer-readable medium for analyzing public transportation transfer gaps using ticket data.
過去在分析大眾運輸系統之轉乘(如自高鐵/台鐵轉乘公車/公路客運)之議題時,常僅單一考量高鐵(台鐵)與公車(公路客運)之站位之距離與班次(時刻表)之到站時間差其中一者作為評估基準,卻未能綜合考量並量化高鐵(台鐵)與公車(公路客運)之站位之距離與班次之到站時間差。 In the past, when analyzing the issue of transfers in public transportation systems (such as transferring from the High Speed Rail/Taiwan Railway to buses/highway buses), only one of the distance between the stations of the High Speed Rail (Taiwan Railway) and buses (highway buses) and the difference in arrival time between the trains (timetables) was often considered as the evaluation criterion, but the distance between the stations of the High Speed Rail (Taiwan Railway) and buses (highway buses) and the difference in arrival time between the trains (timetables) were not comprehensively considered and quantified.
在一現有技術中,提出一種公車客運轉乘班表無接縫銜接之自動檢核系統,惟,此現有技術並無法引入票證資料以分析實際轉乘人數與實際轉乘間隔時間,亦無法評估出各轉乘路線之轉乘縫隙指標之作業程序(如標準化作業程序SOP),也無利於管理單位調整各轉乘路線之站位之位置或班次時刻表,從而導致降低大眾運輸系統對於乘客之服務水準。 In one prior art, an automatic checking system for seamless transfer schedules of bus passenger transport is proposed. However, this prior art cannot introduce ticket data to analyze the actual number of transfer passengers and the actual transfer interval time, nor can it evaluate the operating procedures (such as standardized operating procedures SOP) of the transfer gap indicators of each transfer route, nor is it conducive to the management unit to adjust the location of the stations or the schedule of each transfer route, thereby reducing the service level of the public transportation system for passengers.
因此,如何提供一種創新之大眾運輸轉乘縫隙分析技術,以解決上述之任一問題或提供相關之功能/服務,已成為本領域技術人員之一大研究課題。 Therefore, how to provide an innovative public transportation transfer gap analysis technology to solve any of the above problems or provide related functions/services has become a major research topic for technical personnel in this field.
本發明提供一種創新之應用票證資料分析大眾運輸轉乘縫隙之系統、方法及電腦可讀媒介,係能綜合考量並量化多種運具,如第一運具(如高鐵/台鐵)之第一站位與第二運具(如公車/公路客運)之第二站位之距離及班次(如第一時刻表/第二時刻表)之到站時間差,或者引入多種運具,如第一運具之第一票證資料與第二運具之第二票證資料以配對出乘客之實際轉乘人數與實際轉乘間隔時間,亦或者評估出各轉乘路線之轉乘縫隙指標(如人均有效時間縫隙)之作業程序,又或者有利於管理單位調整各轉乘路線之第二運具之第二時刻表或第二站位之位置,從而提升大眾運輸系統對於乘客之服務水準。 The present invention provides an innovative system, method and computer-readable medium for analyzing the transfer gap of public transportation using ticket data, which can comprehensively consider and quantify multiple modes of transportation, such as the distance between the first stop of a first mode of transportation (such as high-speed rail/Taiwan Railway) and the second stop of a second mode of transportation (such as bus/road passenger transportation) and the arrival time difference of the schedule (such as the first schedule/second schedule), or introduce multiple modes of transportation, such as the first mode of transportation The first ticket data and the second ticket data of the second vehicle are used to match the actual number of passengers transferring and the actual transfer interval, or to evaluate the transfer gap indicators (such as the effective time gap per person) of each transfer route, or to help the management unit adjust the second timetable or the second station location of the second vehicle of each transfer route, thereby improving the service level of the public transportation system for passengers.
本發明所述應用票證資料分析大眾運輸轉乘縫隙之系統包括:一轉乘縫隙掃描模組,係利用第一運具之第一站位之GPS(全球定位系統)座標掃描或篩選出第一站位周邊之設定範圍內之至少一第二運具之第二站位,以由轉乘縫隙掃描模組取得第一運具之第一時刻表與第一站位周邊之設定範圍內之第二運具之第二時刻表,其中,轉乘縫隙掃描模組依據第一運具之第一時刻表與第二運具之第二時刻表之到站時間差計算出第一站位與第二站位間之轉乘時間縫隙,且轉乘縫隙掃描模組依據第一站位之GPS座標與第二站位之GPS座標之距離所估計之轉乘步行時間計算出第一站位與第 二站位間之轉乘空間縫隙;以及一轉乘縫隙量化評估模組,係連接或通訊轉乘縫隙掃描模組,且轉乘縫隙量化評估模組接收第一運具之第一票證資料與第二運具之第二票證資料以配對出第一運具之第一站位與第二運具之第二站位間之乘客之實際轉乘人數與實際轉乘間隔時間,俾依據轉乘縫隙掃描模組所計算出之第一站位與第二站位間之轉乘時間縫隙與轉乘空間縫隙以及轉乘縫隙量化評估模組所配對出之第一站位與第二站位間之乘客之實際轉乘人數與實際轉乘間隔時間調整第二運具之第二時刻表或第二站位之位置。 The system for analyzing transfer gaps in public transportation using ticket data of the present invention comprises: a transfer gap scanning module, which uses the GPS (Global Positioning System) coordinates of the first station of the first vehicle to scan or filter out at least one second station of the second vehicle within a set range around the first station, so as to obtain the first timetable of the first vehicle and the second timetable of the second vehicle within the set range around the first station by the transfer gap scanning module, wherein the transfer gap scanning module calculates the transfer time gap between the first station and the second station according to the arrival time difference between the first timetable of the first vehicle and the second timetable of the second vehicle, and the transfer gap scanning module estimates the transfer time gap according to the distance between the GPS coordinates of the first station and the GPS coordinates of the second station. The transfer space gap between the first station and the second station is calculated based on the walking time; and a transfer gap quantitative evaluation module is connected or communicated with the transfer gap scanning module, and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring and the actual transfer interval time between the first station of the first vehicle and the second station of the second vehicle, so as to adjust the second timetable of the second vehicle or the position of the second station according to the transfer time gap and transfer space gap between the first station and the second station calculated by the transfer gap scanning module and the actual number of passengers transferring and the actual transfer interval time between the first station and the second station matched by the transfer gap quantitative evaluation module.
本發明所述應用票證資料分析大眾運輸轉乘縫隙之方法包括:由轉乘縫隙掃描模組利用第一運具之第一站位之GPS(全球定位系統)座標掃描或篩選出第一站位周邊之設定範圍內之至少一第二運具之第二站位,以由轉乘縫隙掃描模組取得第一運具之第一時刻表與第一站位周邊之設定範圍內之第二運具之第二時刻表;由轉乘縫隙掃描模組依據第一運具之第一時刻表與第二運具之第二時刻表之到站時間差計算出第一站位與第二站位間之轉乘時間縫隙,且由轉乘縫隙掃描模組依據第一站位之GPS座標與第二站位之GPS座標之距離所估計之轉乘步行時間計算出第一站位與第二站位間之轉乘空間縫隙;以及由轉乘縫隙量化評估模組接收第一運具之第一票證資料與第二運具之第二票證資料以配對出第一運具之第一站位與第二運具之第二站位間之乘客之實際轉乘人數與實際轉乘間隔時間,俾依據轉乘縫隙掃描模組所計算出之第一站位與第二站位間之轉乘時間縫隙與轉乘空間縫隙以及轉乘縫隙量化評估模組所配對出之第一站位與第二站位間之乘客之實際轉乘人數與實際轉乘間隔時間調整第二運具之第二時刻表或第二站位 之位置。 The method for analyzing the transfer gap of public transportation using ticket data of the present invention comprises: using a transfer gap scanning module to scan or filter out a second station of at least one second vehicle within a set range around the first station using the GPS (Global Positioning System) coordinates of the first station of the first vehicle, so as to obtain a first timetable of the first vehicle and a second timetable of the second vehicle within the set range around the first station by the transfer gap scanning module; calculating the transfer time gap between the first station and the second station according to the arrival time difference between the first timetable of the first vehicle and the second timetable of the second vehicle, and calculating the transfer time gap between the first station and the second station according to the GPS coordinates of the first station and the GPS coordinates of the second station by the transfer gap scanning module. The transfer space gap between the first station and the second station is calculated based on the estimated transfer walking time of the distance of the PS coordinates; and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring and the actual transfer interval time between the first station of the first vehicle and the second station of the second vehicle, so as to adjust the second timetable of the second vehicle or the position of the second station according to the transfer time gap and transfer space gap between the first station and the second station calculated by the transfer gap scanning module and the actual number of passengers transferring and the actual transfer interval time between the first station and the second station matched by the transfer gap quantitative evaluation module.
本發明之電腦可讀媒介應用於計算裝置或電腦中,係儲存有指令,以執行上述應用票證資料分析大眾運輸轉乘縫隙之方法。 The computer-readable medium of the present invention is applied to a computing device or a computer, and stores instructions to execute the above-mentioned method of analyzing public transportation transfer gaps using ticket data.
為使本發明之上述特徵與優點能更明顯易懂,下文特舉實施例,並配合所附圖式作詳細說明。在以下描述內容中將部分闡述本發明之額外特徵及優點,且此等特徵及優點將部分自所述描述內容可得而知,或可藉由對本發明之實踐習得。應理解,前文一般描述與以下詳細描述二者均為例示性及解釋性的,且不欲約束本發明所欲主張之範圍。 In order to make the above features and advantages of the present invention more clearly understandable, the following examples are given and detailed descriptions are provided in conjunction with the attached drawings. The following description will partially explain the additional features and advantages of the present invention, and these features and advantages will be partially known from the description or can be learned through the practice of the present invention. It should be understood that both the general description above and the detailed description below are exemplary and explanatory, and are not intended to limit the scope of the present invention.
1:應用票證資料分析大眾運輸轉乘縫隙之系統 1: A system that uses ticket data to analyze public transportation transfer gaps
10:轉乘縫隙掃描模組 10: Transfer gap scanning module
20:轉乘縫隙量化評估模組 20: Transfer gap quantitative evaluation module
30:資料庫 30: Database
40:第一運具 40: First Sports Tool
41:第一站位 41: First station
42:第一時刻表 42: First Schedule
43:第一票證資料 43: First ticket information
50:第二運具 50: Second sports tool
51:第二站位 51: Second station
52:第二時刻表 52: Second timetable
53:第二票證資料 53: Second ticket information
A1:轉乘時間縫隙 A1: Transfer time gap
A2:轉乘空間縫隙 A2: Transfer space gap
S1至S3:步驟 S1 to S3: Steps
圖1為本發明所述應用票證資料分析大眾運輸轉乘縫隙之系統之架構示意圖。 Figure 1 is a schematic diagram of the architecture of the system for analyzing public transportation transfer gaps using ticket data described in the present invention.
圖2為本發明所述應用票證資料分析大眾運輸轉乘縫隙之方法之流程示意圖。 Figure 2 is a schematic diagram of the process of the method of using ticket data to analyze public transportation transfer gaps described in the present invention.
以下藉由特定的具體實施形態說明本發明之實施方式,熟悉此技術之人士可由本說明書所揭示之內容了解本發明之其它優點與功效,亦可因而藉由其它不同具體等同實施形態加以施行或運用。 The following describes the implementation of the present invention through a specific concrete implementation form. People familiar with this technology can understand other advantages and effects of the present invention from the content disclosed in this manual, and can also implement or use it through other different specific equivalent implementation forms.
圖1為本發明所述應用票證資料分析大眾運輸轉乘縫隙之系統1之架構示意圖,圖2為本發明所述應用票證資料分析大眾運輸轉乘縫隙之方法之流程示意圖。
FIG1 is a schematic diagram of the structure of the
如圖1所示,應用票證資料分析大眾運輸轉乘縫隙之系統1可包括互相連接或通訊之一轉乘縫隙掃描模組10、一轉乘縫隙量化評估模組20與一資料庫30等,且轉乘縫隙掃描模組10能主動(自動)掃描分析大眾運輸系統中有關乘客所搭乘之第一(如鐵路/捷運)運具40之第一站位41與第二(如公路/捷運)運具50之第二站位51間之轉乘時間縫隙A1與轉乘空間縫隙A2。
As shown in FIG1 , a
在一實施例中,轉乘縫隙掃描模組10可為轉乘縫隙掃描器(晶片/電路)、轉乘縫隙掃描軟體(程式)等,轉乘縫隙量化評估模組20可為轉乘縫隙量化評估器(晶片/電路)、轉乘縫隙量化評估軟體(程式)等,資料庫30可為資料伺服器、資料儲存器、資料記憶體、資料記憶卡、資料硬碟(如雲端硬碟)等各種資料儲存媒介。應用票證資料分析大眾運輸轉乘縫隙之系統1、轉乘縫隙掃描模組10及/或轉乘縫隙量化評估模組20可安裝或執行於至少一電腦或伺服器等各種電子裝置中,電腦可為個人電腦、筆記型電腦、平板電腦、電腦主機等,且伺服器可為中央伺服器、雲端伺服器、網路伺服器、遠端伺服器等。
In one embodiment, the transfer
在一實施例中,本發明所述大眾運輸或大眾運輸系統可包括第一運具40與第二運具50等,第一運具40可為高鐵(如台灣高鐵/台灣高速鐵路)、台鐵(如台灣鐵路/火車)等各種鐵路運輸工具,第二運具50可為公車、公路客運等各種公路運輸工具。第一站位41可為高鐵車站、台鐵車站(火車站)等各種鐵路車站或站點,第二站位51可為公車、公路客運等各種公路車站或站點。站位可為車站、站點或路線站牌等,第一(如鐵路)票證資料43與第二(如公路)票證資料53可分別為第一運具40與第二運具50之個人票
證(如乘客票證)之刷卡資料等。轉乘路線可為乘客自第一運具40之第一站位41轉乘(轉搭/移動)至周邊之第二運具50之第二站位51之路線,乘客可為旅客、遊客、搭乘者等,全球定位系統(Global Positioning System;GPS)亦可稱為衛星定位系統、全球衛星定位系統等。「至少一」可代表一個以上(如一、二或三個以上),「複數」代表二個以上(如二、三、四、五或十個以上),「連接或通訊」可代表以有線方式或無線方式互相連接或通訊。但是,本發明並不以上述為限。
In one embodiment, the public transportation or public transportation system of the present invention may include a
如圖1與圖2之步驟S1所示,由轉乘縫隙掃描模組10利用第一運具40之第一站位41之GPS(全球定位系統)座標掃描或篩選出第一站位41周邊之設定範圍內之至少一第二運具50之第二站位51,以由轉乘縫隙掃描模組10取得第一運具40之第一時刻表42與第一站位41周邊之設定範圍內之第二運具50之第二時刻表52。
As shown in step S1 of FIG. 1 and FIG. 2 , the transfer
如圖1與圖2之步驟S2所示,由轉乘縫隙掃描模組10依據第一運具40之第一時刻表42與第二運具50之第二時刻表52兩者之到站時間差計算出第一站位41與第二站位51間之轉乘時間縫隙A1,且由轉乘縫隙掃描模組10依據第一站位41之GPS座標與第二站位51之GPS座標兩者之距離所估計之轉乘步行時間計算出第一站位41與第二站位51間之轉乘空間縫隙A2。
As shown in step S2 of FIG. 1 and FIG. 2 , the transfer
如圖1與圖2之步驟S3所示,由轉乘縫隙量化評估模組20引入或接收第一運具40之第一票證資料與第二運具50之第二票證資料以配對出第一運具40之第一站位41與第二運具50之第二站位51間之乘客之實際轉乘人數與實際轉乘間隔時間,俾依據轉乘縫隙掃描模組10所計算出之第一站位41與第二站位51間之轉乘時間縫隙A1與轉乘空間縫隙A2以及
轉乘縫隙量化評估模組20所配對出之第一站位41與第二站位51間之乘客之實際轉乘人數與實際轉乘間隔時間精準地調整第二運具50之第二時刻表52或第二站位51之位置。
As shown in step S3 of FIG. 1 and FIG. 2 , the transfer gap
舉例而言,轉乘縫隙掃描模組10可利用第一運具40之第一站位41(如高鐵車站或台鐵車站)之GPS座標掃描或篩選出第一站位41周邊之設定範圍(如500公尺)內之至少一(如複數)第二運具50(如公車/公路客運)之第二站位51(如路線站牌),以由轉乘縫隙掃描模組10取得(介接)第一運具40(如高鐵/台鐵)之第一時刻表42(如到站時刻表)與第一運具40周邊之設定範圍內之第二運具50之第二時刻表52(如班次時刻表)。
For example, the transfer
又,轉乘縫隙掃描模組10可分析第一運具40之第一站位41與第二運具50之第二站位51兩者間之轉乘步行距離,並依據第一運具40之第一時刻表42(如到站時刻表)與第二運具50之第二時刻表52(如班次時刻表)兩者之到站時間差計算出第一站位41與第二站位51間之轉乘時間縫隙A1,且轉乘縫隙掃描模組10能依據第一運具40之第一站位41之GPS座標與第二運具50之第二站位51之GPS座標兩者之距離計算(估計)出第一站位41與第二站位51間之轉乘步行時間作為轉乘空間縫隙A2。
In addition, the transfer
同時,轉乘縫隙量化評估模組20能引入或接收第一運具40之第一票證資料43與第二運具50之第二票證資料53以配對(分析)出自第一運具40轉乘第二運具50之乘客之實際轉乘人數與實際轉乘間隔時間(如相同乘客進出第一站位41與第二站位51以進行刷卡之人數與間隔時間)。
At the same time, the transfer gap
因此,本發明能建構一套可評估各轉乘路線之轉乘縫隙指標(如人均有效時間縫隙)之作業程序(如標準化作業程序SOP),以利管理單位(如大眾運輸服務管理單位)依據第一站位41與第二站位51間之轉乘時間縫隙A1、轉乘空間縫隙A2、實際轉乘人數與實際轉乘間隔時間精準地
調整(如動態/彈性調整)各轉乘路線之第二運具50之第二時刻表52(如班次時刻表)或第二站位51之位置,俾提升第一運具40與第二運具50等大眾運輸系統對於乘客之服務水準。
Therefore, the present invention can construct an operating procedure (such as a standardized operating procedure SOP) that can evaluate the transfer gap index (such as the effective time gap per person) of each transfer route, so as to facilitate the management unit (such as the public transportation service management unit) to accurately adjust (such as dynamically/flexibly adjust) the second timetable 52 (such as the bus schedule) of the
轉乘縫隙掃描模組10可透過資料庫30儲存第一運具40之第一站位41(如高鐵車站或台鐵車站)之站位資訊與其周邊之設定範圍內之第二運具50(如公車/公路客運)之第二站位51之站位資訊,並透過資料庫30儲存第一運具40之第一時刻表42(如到站時刻表)與第二運具50之第二時刻表52(如班次時刻表)。轉乘縫隙掃描模組10亦能計算各轉乘路線之第一運具40之第一站位41之GPS(全球定位系統)座標與第二運具50之第二站位51(如路線站牌)之GPS(全球定位系統)座標兩者之距離,以由轉乘縫隙掃描模組10將第一運具40之第一站位41與第二運具50之第二站位51兩者之距離儲存至資料庫30。
The transfer
轉乘縫隙掃描模組10可週期性(如每日)主動或自動取得(介接)第一運具40(如高鐵/台鐵)之第一站位41與第二運具50(如公車/公路客運)之第二站位51兩者之站位資訊,且將第一運具40之第一站位41周邊之第二運具50之第二站位51於未來一段時間(如一星期)內之第二時刻表52(如班次時刻表)儲存至資料庫30。轉乘縫隙掃描模組10亦能將第一運具40之班次之到站時間為作基準,以計算第一運具40之班次之到站時間後之一段時間範圍(如30分鐘)內,第一運具40之第一站位41與其周邊之第二運具50(如公車/公路客運)之轉乘路線之班次之到站時間差作為轉乘時間縫隙A1。
The transfer
舉例而言,轉乘縫隙掃描模組10可依據預定時間範圍(如10
分鐘)分析各轉乘路線之班次之至少二種(如三種)轉乘時間縫隙A1之範圍(分布狀況),例如下列第一種至第三種轉乘時間縫隙A1之範圍。亦即,[1]第一種轉乘時間縫隙A1之範圍可為轉乘時間縫隙A1小於或等於第一預定時間範圍(如<=10分鐘),[2]第二種轉乘時間縫隙A1之範圍可為轉乘時間縫隙A1大於第一預定時間範圍(如>10分鐘)且小於或等於第二預定時間範圍(如<=20分鐘),[3]第三種轉乘時間縫隙A1之範圍可為轉乘時間縫隙A1大於第二預定時間範圍(如>20分鐘)且小於或等於第三預定時間範圍(如<=30分鐘)。
For example, the transfer
轉乘縫隙量化評估模組20可引入(取得)第一運具40(如高鐵/台鐵)之第一票證資料43以分析出有進出第一運具40之第一站位41(如高鐵車站或台鐵車站)之旅次資料,再由轉乘縫隙量化評估模組20將所有相同乘客之第一票證資料43與自第一運具40之第一站位41出站後所轉乘之第二運具50(如公車/公路客運)之第二票證資料53進行配對,俾由轉乘縫隙量化評估模組20依據第一運具40之第一票證資料43與第二運具50之第二票證資料53兩者之配對結果統計出第一運具40之第一站位41周邊(鄰近)所轉乘之第二運具50之乘客之實際轉乘人數(如乘客人數/動線人數)與實際轉乘間隔時間(如相同乘客進出第一站位41與第二站位51以進行刷卡之人數與間隔時間)。
The transfer gap
轉乘縫隙量化評估模組20可結合轉乘縫隙掃描模組10所計算出之各轉乘路線之第一站位41與第二站位51兩者間之轉乘時間縫隙A1與轉乘空間縫隙A2,並綜合考量各轉乘路線之第一站位41與第二站位51兩者間之轉乘時間縫隙A1與轉乘空間縫隙A2等因子,以由轉乘縫隙量化
評估模組20依據下方公式(1)至公式(6)建構出各轉乘路線之轉乘縫隙之量化指標之評估程序。
The transfer gap
在本發明之一實施例中,將以第一運具40之第一站位41為高鐵南港站作例子說明如下,且將第一運具40之第一站位41周邊之設定範圍設定為例如500公尺。
In one embodiment of the present invention, the
舉例而言,轉乘縫隙掃描模組10可於資料庫30中記錄第一運具40之第一站位41(如高鐵南港站)與其周邊之設定範圍(如500公尺)內,有關第一運具40之第一站位41(如高鐵南港站)與其轉乘路線之第二運具50(如公路客運)之第二站位51(如客運站位之南港轉運西站)兩者之GPS(全球定位系統)座標之經度及緯度,如下列表1及表2所示。
For example, the transfer
表1:提供第一運具40(如高鐵)之第一站位41(如高鐵南港站)之GPS(全球定位系統)座標之經度及緯度。
表2:主要提供轉乘路線之第二運具50(如公路客運)之第二站位51(如南港轉運西站)之GPS(全球定位系統)座標之經度及緯度,亦提供轉乘路線之動線名稱。
轉乘縫隙掃描模組10可計算第一運具40(如高鐵)之第一站位41(如高鐵南港站)與第二運具50(如公路客運)之第二站位51(如南港轉運西站)兩者間之轉乘空間距離(如步行距離為100公尺),再由轉乘縫隙掃描模組10將第一運具40之第一站位41與第二運具50之第二站位51兩者間之轉乘空間距離,透過例如壅塞環境中一般乘客(人)之平均步行距離為0.6公尺/秒進行換算以得到第一站位41與第二站位51兩者間之轉乘步行時間作為轉乘空間縫隙A2,亦即轉乘空間縫隙=100公尺/0.6公尺/60秒=2.78分鐘,如下列表3所示。
The transfer
表3:提供由第一運具40(如高鐵)之第一站位41(如轉乘起點之第一站位為高鐵南港站)轉乘第二運具50之動線(如轉乘迄點之第二站位為公路客運[1878]:宜蘭→圓山(國道5號))之轉乘空間距離與轉乘空間縫隙A2。
舉例而言,本發明以星期一之第二運具50之動線(如公路客運[1878]圓山→宜蘭(國道5號))於第一站位41(如高鐵南港站)之第一時刻表42(如到站時刻表)與第二站位51(如南港轉運西站)之第二時刻表52(如班次時刻表)為例,藉此說明轉乘縫隙掃描模組10對於時間縫隙之計算流程如下。
For example, the present invention uses the first timetable 42 (such as the arrival timetable) of the
首先,轉乘縫隙掃描模組10可讀取所取得(介接)之第一運具40(如高鐵)之第一站位41(如高鐵南港站)之第一時刻表42(如到站時刻表),如下列表4所示。
First, the transfer
表4:提供第一運具40(如高鐵)之第一站位41(如高鐵南港站)之第一時刻表42(如到站時刻表)。
接著,轉乘縫隙掃描模組10可讀取所取得(介接)之第二運具
50之動線(如公路客運[1878]圓山→宜蘭(國道5號))於第二站位51(如南港轉運西站)之第二時刻表52(如班次時刻表),如下列表5所示。
Then, the transfer
表5:提供第二運具50之動線(如公路客運[1878]圓山→宜蘭(國道5號))於第二站位51(如南港轉運西站)之第二時刻表52(如班次時刻表)。
轉乘縫隙掃描模組10可將第一運具40(如高鐵)之班次之到站時間作為基準,以計算第一運具40之各班次到達第一站位41後之一段時間範圍(如30分鐘)內,有關第一站位41周邊之第二運具50之動線(如[1878]圓山→宜蘭(國道5號))於第二站位51(如南港轉運西站)之第二時刻表52(如班次時刻表)之到站時間差作為轉乘時間縫隙A1,並由轉乘縫隙掃描模組10依據預定時間範圍(如10分鐘)分析此第二運具50之動線之班次對於第一運具40(如高鐵)之班次之轉乘時間縫隙A1之範圍(分布狀況)。
The transfer
舉例而言,第一運具40(如高鐵)之班次之轉乘時間縫隙A1之範圍(分布狀況)之分析結果(如班次數量)可包括:[1]第一種轉乘時間縫隙A1之範圍之班次數量為轉乘時間縫隙A1小於或等於第一預定時間範圍(如<=10分鐘)之班次數量,[2]第二種轉乘時間縫隙A1之範圍之班次數量為轉乘時間縫隙A1大於第一預定時間範圍(如>10分鐘)且小於或等於第二預定時間範圍(如<=20分鐘)之班次數量,[3]第三種轉乘時間縫隙A1之範圍之班次數量為轉乘時間縫隙A1大於第二預定時間範圍(如>20分鐘)且小於或等於第三預定時間範圍(如<=30分鐘)之班次數量,如下表6所示。 For example, the analysis results (e.g., number of trains) of the range (distribution status) of the transfer time slot A1 of the first means of transport 40 (e.g., high-speed rail) may include: [1] the number of trains within the first range of transfer time slot A1 is the number of trains whose transfer time slot A1 is less than or equal to the first predetermined time range (e.g., <= 10 minutes); [2] the number of trains within the second range of transfer time slot A1 is the number of trains whose transfer time slot A1 is less than or equal to the first predetermined time range (e.g., <= 10 minutes); The number of trains with a transfer time gap A1 greater than the first scheduled time range (e.g. >10 minutes) and less than or equal to the second scheduled time range (e.g. <=20 minutes), [3] The number of trains with a transfer time gap A1 greater than the second scheduled time range (e.g. >20 minutes) and less than or equal to the third scheduled time range (e.g. <=30 minutes), as shown in Table 6 below.
表6:提供第一運具40(如高鐵)之班次之至少二種(如第一種至第三種)轉乘時間縫隙A1之範圍(分布狀況)之分析結果,例如轉乘時間縫隙之範圍之班次數量。
轉乘縫隙量化評估模組20可透過蒐集第一運具40(如高鐵)之第一票證資料43與第二運具50(如公路客運)之第二票證資料53,以對所有相同乘客於同日有搭乘第一運具40(如高鐵)與第二運具50(如公路客運[1878]圓山→宜蘭(國道5號)之動線)兩者之旅次資料(如動線人數之資料)進行分析,再由轉乘縫隙量化評估模組20將所有相同乘客之第一運具40之第一票證資料43與自第一運具40之第一站位41(如高鐵南港站)出站後所轉乘之第二運具50之第二票證資料53進行配對(分析),俾由轉乘縫隙量化評
估模組20依據第一運具40之第一票證資料43與第二運具50之第二票證資料53兩者之配對結果,統計出各第一運具40(如高鐵)之班次之到站後轉乘第二運具50(如公路客運)之實際轉乘人數(如乘客人數/動線人數)與實際轉乘間隔時間(如相同乘客進出第一站位41與第二站位51以進行刷卡之人數與間隔時間),如下列表7所示。
The transfer gap
表7:提供依據第一運具40(如高鐵)之第一站位41(如高鐵南港站)之第一時刻表42(如到站時刻表)轉乘第二運具50(如公路客運[1878]圓山→宜蘭(國道5號))之實際轉乘人數(如乘客人數/動線人數)與實際轉乘間隔時間(如相同乘客進出第一站位41與第二站位51以進行刷卡之人數與間隔時間)。
轉乘縫隙量化評估模組20可定義或計算各時段之第一運具40(如高鐵)之班次之時間縫隙標準值,以由轉乘縫隙量化評估模組20依據第一運具40之班次之時間縫隙標準值量化第一站位41與第二站位51兩者間之轉乘時間縫隙A1與轉乘空間縫隙A2(如轉乘步行時間)之數值。例如,轉乘縫隙量化評估模組20可依據下列公式(1)定義或計算第一站位41與第二站位51兩者間之時間縫隙範圍內之最鄰近時間之轉乘班次時間縫隙,以由轉乘縫隙量化評估模組20依據時間縫隙範圍內之最鄰近時間之轉乘班次時間縫隙計算出如下列表8所示之第一運具40之班次之時間縫隙標準值。
The transfer gap
ts=Min(tg)......(1) t s =Min(t g )......(1)
在上列公式(1)中,ts可代表時間縫隙標準值,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之時間縫隙標準值。tg可代表轉乘班次時間縫隙,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之時間縫隙範圍內之轉乘班次時間縫隙。Min可代表取轉乘班次時間縫隙之最小值,例如取時間縫隙範圍內之最鄰近時間之轉乘班次時間縫隙。 In the above formula (1), ts may represent a standard time gap value, such as a standard time gap value of a transfer from a first means of transport 40 (such as a high-speed rail) to a second means of transport 50 (such as a highway passenger transport) on route j. tg may represent a transfer time gap, such as a transfer time gap within a time gap range of a transfer from a first means of transport 40 (such as a high-speed rail) to a second means of transport 50 (such as a highway passenger transport) on route j. Min may represent a minimum value of a transfer time gap, such as a transfer time gap of the closest time within the time gap range.
表8:提供依據第一運具40(如高鐵)之第一站位41(如高鐵南港站)之第一時刻表42(如到站時刻表)轉乘第二運具50(如公路客運[1878]
圓山→宜蘭(國道5號))之時間縫隙標準值。
轉乘縫隙量化評估模組20可將第一運具40(如高鐵)之各班次之例如最小轉乘時間縫隙範圍之時間縫隙標準值(如以分鐘為單位)作為轉乘時間縫隙A1之計算基準,再由轉乘縫隙量化評估模組20依據時間縫隙標準值減去由轉乘空間縫隙A2換算之轉乘步行時間及票證資料所得之實際轉乘間隔時間取值後所得之必要轉乘時間以計算出第一運具40(如高鐵)
之各班次之有效時間縫隙,如下列公式(2)所示之計算方法。同時,轉乘縫隙量化評估模組20可定義第一運具40(如高鐵)之各班次之必要轉乘時間之計算方法如下列公式(3)所示,並依據公式(3)得到第一運具40(如高鐵)之各班次之必要轉乘時間之計算結果如下方表9所示。
The transfer gap
Tij=tmin-tw......(2) T ij =t min -t w ......(2)
tw=Max(td,tr)......(3) t w =Max(t d ,t r )......(3)
在上列公式(2)與公式(3)中,Tij可代表有效時間縫隙,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之有效時間縫隙。tmin亦可代表時間縫隙標準值,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之時間縫隙標準值(如最小轉乘時間縫隙範圍之時間縫隙標準值)。tw可代表必要轉乘時間,例如由轉乘空間縫隙A2換算之轉乘步行時間與實際轉乘間隔時間取最大值所得之必要轉乘時間。td可代表轉乘步行時間,例如由轉乘空間縫隙A2換算之轉乘步行時間。tr可代表實際轉乘間隔時間。 In the above formula (2) and formula (3), Tij may represent the effective time gap, such as the effective time gap of the first means of transport 40 (such as high-speed rail) from the train i to the second means of transport 50 (such as road passenger transport) on the route j. Tmin may also represent the time gap standard value, such as the time gap standard value (such as the time gap standard value of the minimum transfer time gap range) of the first means of transport 40 (such as high-speed rail) from the train i to the second means of transport 50 (such as road passenger transport). Tw may represent the necessary transfer time, such as the necessary transfer time obtained by taking the maximum value of the transfer walking time converted from the transfer space gap A2 and the actual transfer interval time. Td may represent the transfer walking time, such as the transfer walking time converted from the transfer space gap A2. t r may represent the actual transfer interval time.
表9:主要提供依據第一運具40(如高鐵)之第一站位41(如高鐵南港站)之第一時刻表42(如到站時刻表)轉乘第二運具50(如公路客運[1878]圓山→宜蘭(國道5號))之動線之必要轉乘時間,亦提供轉乘空間縫隙A2換算之轉乘步行時間與實際轉乘間隔時間。
舉例而言,轉乘縫隙量化評估模組20能以到達第一運具40(如高鐵)之第一站位41(如高鐵南港站)之時刻為08:00之班次說明上列公式(1)至公式(3)之計算方法,此班次之時間縫隙標準值為10分鐘,且必要轉乘時間為5.5分鐘。因此,轉乘縫隙量化評估模組20可將時間縫隙標準值與必要轉乘時間兩者相減以得到此班次之有效時間縫隙為4.5分鐘,如下列表10所示。
For example, the transfer gap
表10:提供第一運具40(如高鐵)之時刻為例如08:00之班次i轉乘第二運具50(如公路客運)之動線j之有效時間縫隙之計算方法。
轉乘縫隙量化評估模組20亦能以到達第一運具40(如高鐵)之第一站位41(如高鐵南港站)之時刻為21:00之班次進行說明上列公式(1)至公式(3)之計算方法,此班次之時間縫隙標準值為30分鐘,且必要轉乘時間為3.2分鐘。因此,轉乘縫隙量化評估模組20可將時間縫隙標準值與必要轉乘時間兩者相減以得此班次之有效時間縫隙為26.8分鐘,如下列表11所示。
The transfer gap
表11:提供第一運具40(如高鐵)之時刻為例如21:00之班次i轉乘第二運具50(如公路客運)之動線j之有效時間縫隙之計算方法。
轉乘縫隙量化評估模組20可綜合考量第一運具40(如高鐵)之各班次i之轉乘人數,以由轉乘縫隙量化評估模組20依據第一運具40(如高鐵)之各班次i之有效時間縫隙與轉乘人數計算出第一運具40之各班次i之人數有效時間縫隙。例如,轉乘縫隙量化評估模組20可將班次i之有效時間縫隙乘上轉乘人數以計算出班次i之人數有效時間縫隙,如下列公式(4)
所示。
The transfer gap
TNij=Tij*Nij......(4) TN ij =T ij *N ij ......(4)
在上列公式(4)中,TNij可代表人數有效時間縫隙,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之人數有效時間縫隙。Tij可代表有效時間縫隙,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之有效時間縫隙。Nij可代表轉乘人數,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之轉乘人數。 In the above formula (4), TN ij may represent the effective time gap of the number of passengers, for example, the effective time gap of the number of passengers when the first means of transport 40 (such as high-speed rail) of train number i transfers to the second means of transport 50 (such as road passenger transport) of route j. T ij may represent the effective time gap, for example, the effective time gap of the first means of transport 40 (such as high-speed rail) of train number i transfers to the second means of transport 50 (such as road passenger transport) of route j. N ij may represent the number of passengers who transfer, for example, the number of passengers who transfer from the first means of transport 40 (such as high-speed rail) of train number i to the second means of transport 50 (such as road passenger transport) of route j.
轉乘縫隙量化評估模組20可透過上列公式(4)計算出第一運具40(如高鐵)之各班次之人數有效時間縫隙,以將第一運具40(如高鐵)之同日內所有班次之人數有效時間縫隙進行加總為總有效時間縫隙,再由轉乘縫隙量化評估模組20將總有效時間縫隙除以總轉乘人數以得到轉乘路線之人均有效時間縫隙(轉乘縫隙指標)。例如,轉乘縫隙量化評估模組20所採用之總有效時間縫隙與轉乘路線之人均有效時間縫隙(轉乘縫隙指標)之計算方法,可分別為下列公式(5)及公式(6)所示。
The transfer gap
TTj=Σi TNij......(5) TT j =Σ i TN ij ......(5)
在上列公式(5)與公式(6)中,TTj可代表總有效時間縫隙,例如第一運具40(如高鐵)轉乘第二運具50(如公路客運)之動線j之總有效時間縫隙。TNij可代表人數有效時間縫隙,例如第一運具40(如高鐵)之班次i轉乘第二運具50(如公路客運)之動線j之人數有效時間縫隙。ATj可代表轉乘路線之人均有效時間縫隙,例如第一運具40(如高鐵)轉乘第二運具50(如公 路客運)之動線j之轉乘路線之人均有效時間縫隙(轉乘縫隙指標)。Nj可代表總轉乘人數,例如第一運具40(如高鐵)轉乘第二運具50(如公路客運)之動線j之總轉乘人數。 In the above formula (5) and formula (6), TTj may represent the total effective time slot, for example, the total effective time slot of route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport). TNij may represent the effective time slot of the number of passengers, for example, the effective time slot of the number of passengers of route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport). ATj may represent the effective time slot per capita of the transfer route, for example, the effective time slot per capita of the transfer route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport) (transfer slot index). Nj may represent the total number of transfer passengers, for example, the total number of transfer passengers of route j from the first means of transport 40 (such as high-speed rail) to the second means of transport 50 (such as highway passenger transport).
轉乘縫隙量化評估模組20之詳細計算過程(如轉乘縫隙掃描與分析之完整計算方法)可為下列表12所示,以由轉乘縫隙量化評估模組
20據此計算出轉乘路線之人均有效時間縫隙(轉乘縫隙指標)為 。
The detailed calculation process of the transfer gap quantitative evaluation module 20 (such as the complete calculation method of transfer gap scanning and analysis) can be shown in Table 12 below, where the transfer gap
表12:提供轉乘縫隙量化評估模組20之詳細計算過程(如轉乘縫隙掃描與分析之完整計算方法)。
管理單位(如大眾運輸服務管理單位)可將轉乘縫隙量化評估模組20所計算之轉乘路線之人均有效時間縫隙(轉乘縫隙指標)之數值作為指標值(如首要之指標值),以利用轉乘縫隙量化評估模組20所計算之轉乘路線之人均有效時間縫隙(轉乘縫隙指標)評估特定之動線之第一運具40(如高鐵/台鐵)之班次之轉乘縫隙大小。
The management unit (such as the public transportation service management unit) can use the value of the effective time gap per capita of the transfer route (transfer gap index) calculated by the transfer gap
轉乘縫隙量化評估模組20亦能將預定時間範圍(如10分鐘)作為轉乘路線之人均有效時間縫隙(轉乘縫隙指標)之分布範圍,以定義出複數種(如五種)轉乘縫隙之等級,如下列表13所示。
The transfer gap
表13:提供複數種(如五種)轉乘縫隙之等級、轉乘路線之人均有效時間縫隙之數值(轉乘路線之轉乘縫隙指標)與乘客之轉乘服務體驗之說明。
若管理單位(如大眾運輸服務管理單位)欲透過轉乘縫隙量化評估模組20進一步評估同日(單日)內各時段之班次之縫隙分布狀況,則可利用轉乘縫隙量化評估模組20考量第一運具40(如高鐵)之各班次之有效時間縫隙之數值,如下列表14所示。舉例而言,由表14可知,轉乘縫隙量化評估模組20所計算之21:00班次之有效時間縫隙之數值(如26.8分鐘)遠大於其餘時段之班次之有效時間縫隙之數值(如4.5分鐘或7分鐘),故管理單位可透過轉乘縫隙量化評估模組20綜合考量各時段之有效時間縫隙之數值,以利用轉乘縫隙量化評估模組20依據各時段之有效時間縫隙之數值決定是否調整所轉乘之第二運具50之第二時刻表52(如班次時刻表)。
If a management unit (such as a public transportation service management unit) wishes to further evaluate the gap distribution of trains in different time periods on the same day (single day) through the transfer gap
表14:提供第一運具40(如高鐵)之各班次之有效時間縫隙。
另外,本發明還提供一種針對應用票證資料分析大眾運輸轉乘縫隙之方法之電腦可讀媒介,係應用於具有處理器及/或記憶體的計算裝置或電腦中,且電腦可讀媒介儲存有指令,並可利用計算裝置或電腦透過處理器及/或記憶體執行電腦可讀媒介,以於執行電腦可讀媒介時執行上述內容。例如,處理器可為微處理器、中央處理器(CPU)、圖形處理器(GPU)等, 記憶體可為隨機存取記憶體(RAM)、記憶卡、硬碟(如雲端/網路硬碟)、資料庫等,但不以此為限。 In addition, the present invention also provides a computer-readable medium for analyzing the gaps in public transportation transfers using ticket data, which is applied to a computing device or computer having a processor and/or a memory, and the computer-readable medium stores instructions, and the computing device or computer can execute the computer-readable medium through the processor and/or the memory to execute the above content when executing the computer-readable medium. For example, the processor can be a microprocessor, a central processing unit (CPU), a graphics processing unit (GPU), etc., and the memory can be a random access memory (RAM), a memory card, a hard disk (such as a cloud/network hard disk), a database, etc., but is not limited thereto.
綜上,本發明所述應用票證資料分析大眾運輸轉乘縫隙之系統、方法及電腦可讀媒介至少具有下列特色、優點或技術功效。 In summary, the system, method and computer-readable medium for analyzing public transportation transfer gaps using ticket data described in the present invention have at least the following features, advantages or technical effects.
一、本發明能綜合考量並量化多種運具,如第一運具(如高鐵/台鐵/捷運)之第一站位與第二運具(如捷運/公車/公路客運)之第二站位之距離及班次(如第一時刻表/第二時刻表)之到站時間差,亦能引入或接收第一運具之第一票證資料與第二運具之第二票證資料,也利於配對(分析)出自第一運具轉乘第二運具之實際轉乘人數與實際轉乘間隔時間(如相同乘客進出第一站位與第二站位以進行刷卡之人數與間隔時間)。 1. The present invention can comprehensively consider and quantify multiple modes of transportation, such as the distance between the first station of the first mode of transportation (such as high-speed rail/Taiwan Railway/MRT) and the second station of the second mode of transportation (such as MRT/bus/highway passenger transportation) and the arrival time difference of the train (such as the first timetable/second timetable), and can also introduce or receive the first ticket data of the first mode of transportation and the second ticket data of the second mode of transportation, and is also conducive to matching (analyzing) the actual number of transfer passengers and the actual transfer interval time from the first mode of transportation to the second mode of transportation (such as the number of passengers and the interval time of the same passenger entering and exiting the first station and the second station to swipe the card).
二、本發明能建構一套可評估各轉乘路線之轉乘縫隙指標(如人均有效時間縫隙)之作業程序(如標準化作業程序SOP),以利管理單位(如大眾運輸服務管理單位)依據第一站位與第二站位間之轉乘時間縫隙、轉乘空間縫隙、實際轉乘人數與實際轉乘間隔時間精準地調整(如動態/彈性調整)各轉乘路線之第二運具之第二時刻表(如班次時刻表)或第二站位之位置,亦能提升第一運具與第二運具等大眾運輸系統對於乘客之服務水準。 2. The present invention can construct an operating procedure (such as a standardized operating procedure SOP) that can evaluate the transfer gap index (such as the effective time gap per person) of each transfer route, so as to facilitate the management unit (such as the public transportation service management unit) to accurately adjust (such as dynamic/flexible adjustment) the second timetable (such as the bus schedule) or the location of the second station of the second means of transportation of each transfer route according to the transfer time gap between the first station and the second station, the transfer space gap, the actual number of transfer passengers and the actual transfer interval time, and also improve the service level of the first means of transportation and the second means of transportation for passengers.
三、本發明之轉乘縫隙掃描模組能取得(介接)第一運具(如高鐵/台鐵等)之第一時刻表(如到站時刻表)與其周邊之設定範圍內之第二運具(如公車/公路客運)之第二時刻表(如路線時刻表),亦能善用第一運具與轉乘之第二運具之班次(如第一時刻表/第二時刻表)之到站時間差作為第一站位與第二站位兩者間之轉乘時間縫隙之計算因子,也能結合第一運具與第二運具兩者之GPS(全球定位系統)座標之距離,以利計算(估計)出轉乘步行時間 作為轉乘空間縫隙。 3. The transfer gap scanning module of the present invention can obtain (interface) the first timetable (such as the arrival timetable) of the first means of transport (such as the high-speed rail/Taiwan Railway, etc.) and the second timetable (such as the route timetable) of the second means of transport (such as the bus/highway passenger transport) within the set range around it, and can also make good use of the arrival time difference between the first means of transport and the second means of transport (such as the first timetable/second timetable) as a calculation factor for the transfer time gap between the first station and the second station, and can also combine the distance of the GPS (Global Positioning System) coordinates of the first means of transport and the second means of transport to calculate (estimate) the transfer walking time as the transfer space gap.
四、本發明之轉乘縫隙量化評估模組能透過第一運具之第一票證資料與第二運具之第二票證資料兩者之乘客之實際轉乘人數分析各轉乘路線之班次之實際轉乘人數,以利找出有實際轉乘人數自第一運具轉乘第二運具之轉乘路線,亦利於將所有相同乘客之第一運具之第一票證資料與第二運具之第二票證資料進行配對或分析。 4. The transfer gap quantitative evaluation module of the present invention can analyze the actual number of transfer passengers of each transfer route through the actual number of passengers transferring from the first ticket data of the first vehicle and the second ticket data of the second vehicle, so as to find the transfer route with the actual number of passengers transferring from the first vehicle to the second vehicle, and also to match or analyze the first ticket data of the first vehicle and the second ticket data of the second vehicle of all the same passengers.
五、本發明之轉乘縫隙量化評估模組能結合轉乘縫隙掃描模組所計算之各第二運具之轉乘路線之轉乘時間縫隙(如採用第一站位之第一時刻表與第二站位之第二時刻表兩者之到站時間差作為計算因子)與轉乘空間縫隙(如採用轉乘步行時間作為計算因子),亦能建構各轉乘路線之轉乘縫隙之量化指標之評估程序。 5. The transfer gap quantitative evaluation module of the present invention can combine the transfer time gap of each transfer route of the second means of transportation calculated by the transfer gap scanning module (such as using the arrival time difference between the first timetable of the first station and the second timetable of the second station as a calculation factor) and the transfer space gap (such as using the transfer walking time as a calculation factor), and can also construct an evaluation procedure for the quantitative indicators of the transfer gap of each transfer route.
六、本發明之轉乘縫隙掃描模組能分析第一運具之第一站位與第二運具之第二站位兩者間之轉乘步行距離,亦能以第一運具之第一時刻表(如到站時刻表)與第二運具之第二時刻表(如班次時刻表)兩者之到站時間差作為轉乘時間縫隙之計算因子,而轉乘縫隙量化評估模組能引入或接收第一運具之第一票證資料與第二運具之第二票證資料以配對(分析)出乘客之實際轉乘人數與實際轉乘間隔時間(如相同乘客進出第一站位與第二站位以進行刷卡之人數與間隔時間)。 6. The transfer gap scanning module of the present invention can analyze the transfer walking distance between the first station of the first vehicle and the second station of the second vehicle, and can also use the arrival time difference between the first timetable of the first vehicle (such as the arrival timetable) and the second timetable of the second vehicle (such as the train schedule) as the calculation factor of the transfer time gap. The transfer gap quantitative evaluation module can import or receive the first ticket data of the first vehicle and the second ticket data of the second vehicle to match (analyze) the actual number of passengers transferring and the actual transfer interval time (such as the number and interval time of the same passenger entering and exiting the first station and the second station to swipe the card).
七、本發明可能應用之產業為例如大眾運輸產業或公共運輸產業等,且可能應用之產品為例如大眾運輸產品或公共運輸產品等,但不以此為限。 7. The industries to which this invention may be applied include, for example, the mass transportation industry or the public transportation industry, and the products to which this invention may be applied include, for example, mass transportation products or public transportation products, but are not limited thereto.
上述實施形態僅例示性說明本發明之原理、特點及其功效, 並非用以限制本發明之可實施範疇,任何熟習此項技藝之人士均能在不違背本發明之精神及範疇下,對上述實施形態進行修飾與改變。任何使用本發明所揭示內容而完成之等效改變及修飾,均仍應為申請專利範圍所涵蓋。因此,本發明之權利保護範圍應如申請專利範圍所列。 The above implementation forms are only illustrative of the principles, features and effects of the present invention, and are not intended to limit the scope of implementation of the present invention. Anyone familiar with this technology can modify and change the above implementation forms without violating the spirit and scope of the present invention. Any equivalent changes and modifications completed using the content disclosed by the present invention should still be covered by the scope of the patent application. Therefore, the scope of protection of the present invention should be as listed in the scope of the patent application.
1:應用票證資料分析大眾運輸轉乘縫隙之系統 1: A system that uses ticket data to analyze public transportation transfer gaps
10:轉乘縫隙掃描模組 10: Transfer gap scanning module
20:轉乘縫隙量化評估模組 20: Transfer gap quantitative evaluation module
30:資料庫 30: Database
40:第一運具 40: First Sports Tool
41:第一站位 41: First station
42:第一時刻表 42: First Schedule
43:第一票證資料 43: First ticket information
50:第二運具 50: Second sports tool
51:第二站位 51: Second station
52:第二時刻表 52: Second timetable
53:第二票證資料 53: Second ticket information
A1:轉乘時間縫隙 A1: Transfer time gap
A2:轉乘空間縫隙 A2: Transfer space gap
Claims (17)
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TW201741950A (en) * | 2016-05-17 | 2017-12-01 | 葉秀緯 | A scheduling method for railroad trains to shorten passengers' traveling time by transfering among trains |
TW202123111A (en) * | 2019-12-13 | 2021-06-16 | 交通部運輸研究所 | Automatic check system for seamless bus transfer schedules |
TW202201242A (en) * | 2020-05-01 | 2022-01-01 | 葛雷喬茲 曼威茲 | A method for searching or comparing sites using travel between sites and places within a transportation system |
CN114580787A (en) * | 2022-04-02 | 2022-06-03 | 佳都科技集团股份有限公司 | Passenger flow volume prediction method and device based on bus and subway connection station |
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TW201741950A (en) * | 2016-05-17 | 2017-12-01 | 葉秀緯 | A scheduling method for railroad trains to shorten passengers' traveling time by transfering among trains |
TW202123111A (en) * | 2019-12-13 | 2021-06-16 | 交通部運輸研究所 | Automatic check system for seamless bus transfer schedules |
TW202201242A (en) * | 2020-05-01 | 2022-01-01 | 葛雷喬茲 曼威茲 | A method for searching or comparing sites using travel between sites and places within a transportation system |
CN114580787A (en) * | 2022-04-02 | 2022-06-03 | 佳都科技集团股份有限公司 | Passenger flow volume prediction method and device based on bus and subway connection station |
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