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

System, method, and computer readable medium for analyzing public transportation transfer gap using ticket data Download PDF

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TWI837712B
TWI837712B TW111123706A TW111123706A TWI837712B TW I837712 B TWI837712 B TW I837712B TW 111123706 A TW111123706 A TW 111123706A TW 111123706 A TW111123706 A TW 111123706A TW I837712 B TWI837712 B TW I837712B
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transfer
gap
station
vehicle
time
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TW111123706A
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TW202401353A (en
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許家齊
張嘉升
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中華電信股份有限公司
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Abstract

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

Description

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

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

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

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

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

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

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

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

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

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

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

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 second vehicle 50 of each transfer route or the position of the second station 51 according to the transfer time gap A1, transfer space gap A2, actual number of transfer passengers and actual transfer interval time between the first station 41 and the second station 51, so as to improve the service level of the first vehicle 40 and the second vehicle 50 and other public transportation systems for passengers.

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

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

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

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

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

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

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

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。

Figure 111123706-A0101-12-0010-1
Table 1: Provides the longitude and latitude of the GPS (Global Positioning System) coordinates of the first station 41 (such as the High Speed Rail Nangang Station) of the first vehicle 40 (such as the High Speed Rail).
Figure 111123706-A0101-12-0010-1

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。

Figure 111123706-A0101-12-0010-2
Table 2: Mainly provides the longitude and latitude of the GPS (Global Positioning System) coordinates of the second station 51 (such as Nangang Transfer West Station) of the second transportation 50 (such as highway passenger transportation) of the transfer route, and also provides the route name of the transfer route.
Figure 111123706-A0101-12-0010-2

Figure 111123706-A0101-12-0011-3
Figure 111123706-A0101-12-0011-3

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

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。

Figure 111123706-A0101-12-0011-4
Table 3: Provides the transfer space distance and transfer space gap A2 of the first station 41 of the first means of transportation 40 (such as high-speed rail) (if the first station of the transfer starting point is the high-speed rail Nangang Station) to transfer to the second means of transportation 50 (if the second station of the transfer destination is highway passenger transportation [1878]: Yilan → Yuanshan (National Highway 5)).
Figure 111123706-A0101-12-0011-4

Figure 111123706-A0101-12-0012-6
Figure 111123706-A0101-12-0012-6

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

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

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)。

Figure 111123706-A0101-12-0012-8
Table 4: Provides a first timetable 42 (such as an arrival timetable) of a first station 41 (such as the Nangang Station of the High Speed Rail) of a first transportation tool 40 (such as the High Speed Rail).
Figure 111123706-A0101-12-0012-8

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

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)。

Figure 111123706-A0101-12-0013-10
Table 5: Provides a second timetable 52 (such as a bus schedule) for the route of the second transportation tool 50 (such as highway bus [1878] Yuanshan → Yilan (National Highway 5)) at the second station 51 (such as Nangang Transfer West Station).
Figure 111123706-A0101-12-0013-10

Figure 111123706-A0101-12-0014-11
Figure 111123706-A0101-12-0014-11

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

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。

Figure 111123706-A0101-12-0014-13
Table 6: provides analysis results of the range (distribution status) of at least two types (such as the first to third types) of transfer time slots A1 of the first transportation vehicle 40 (such as high-speed rail), such as the number of trains in the range of transfer time slots.
Figure 111123706-A0101-12-0014-13

Figure 111123706-A0101-12-0015-14
Figure 111123706-A0101-12-0015-14

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

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)。

Figure 111123706-A0101-12-0016-15
Table 7: Provides the actual number of transfer passengers (e.g., number of passengers/number of passengers on the route) and the actual transfer interval time (e.g., number of passengers and interval time for the same passenger to enter and exit the first station 41 and the second station 51 to swipe their card) based on the first timetable 42 (e.g., arrival timetable) of the first transportation means 40 (e.g., high-speed rail) at the first station 41 (e.g., high-speed rail Nangang Station).
Figure 111123706-A0101-12-0016-15

Figure 111123706-A0101-12-0017-16
Figure 111123706-A0101-12-0017-16

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

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。

Figure 111123706-A0101-12-0018-18
Table 8: Provides standard values of time gap for transferring to a second means of transportation 50 (such as highway bus [1878] Yuanshan → Yilan (National Highway 5)) based on a first timetable 42 (such as an arrival timetable) at a first stop 41 (such as the High Speed Rail Nangang Station) of a first means of transportation 40 (such as the High Speed Rail).
Figure 111123706-A0101-12-0018-18

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

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。

Figure 111123706-A0101-12-0019-19
Table 9: mainly provides the necessary transfer time for transferring from the first station 41 (such as the Nangang Station of the High Speed Rail) of the first means of transportation 40 (such as the High Speed Rail) to the first timetable 42 (such as the arrival timetable) of the second means of transportation 50 (such as the highway bus [1878] Yuanshan → Yilan (National Highway 5)), and also provides the transfer walking time converted from the transfer space gap A2 and the actual transfer interval time.
Figure 111123706-A0101-12-0019-19

Figure 111123706-A0101-12-0020-20
Figure 111123706-A0101-12-0020-20

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

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。

Figure 111123706-A0101-12-0021-21
Table 10: Provides a method for calculating the effective time gap for transferring from a first means of transportation 40 (such as high-speed rail) at, for example, 08:00 to a second means of transportation 50 (such as road passenger transportation) at route j.
Figure 111123706-A0101-12-0021-21

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

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。

Figure 111123706-A0101-12-0021-23
Table 11: Provides a method for calculating the effective time gap of a first means of transportation 40 (such as high-speed rail) with a time of, for example, 21:00 when transferring from a bus i to a second means of transportation 50 (such as road passenger transportation) on route j.
Figure 111123706-A0101-12-0021-23

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

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

TTji TNij......(5) TT ji TN ij ......(5)

Figure 111123706-A0101-12-0022-24
Figure 111123706-A0101-12-0022-24

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

Figure 111123706-A0101-12-0023-28
Figure 111123706-A0101-12-0023-26
。 The detailed calculation process of the transfer gap quantitative evaluation module 20 (such as the complete calculation method of transfer gap scanning and analysis) can be shown in Table 12 below, where the transfer gap quantitative evaluation module 20 calculates the effective time gap per person of the transfer route (transfer gap index) as follows:
Figure 111123706-A0101-12-0023-28
Figure 111123706-A0101-12-0023-26
.

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)。

Figure 111123706-A0101-12-0023-25
Table 12: Provides the detailed calculation process of the transfer gap quantitative evaluation module 20 (such as the complete calculation method of transfer gap scanning and analysis).
Figure 111123706-A0101-12-0023-25

Figure 111123706-A0101-12-0024-29
Figure 111123706-A0101-12-0024-29

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

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

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。

Figure 111123706-A0101-12-0024-30
Table 13: Provides the levels of multiple (e.g., five) transfer slots, the values of the average effective time slots per person on the transfer routes (transfer slot indexes for transfer routes), and an explanation of the passengers’ transfer service experience.
Figure 111123706-A0101-12-0024-30

Figure 111123706-A0101-12-0025-31
Figure 111123706-A0101-12-0025-31

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

表14:提供第一運具40(如高鐵)之各班次之有效時間縫隙。

Figure 111123706-A0101-12-0026-32
Table 14: Provides the effective time slots of each train of the first transport 40 (such as high-speed rail).
Figure 111123706-A0101-12-0026-32

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)

一種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全球定位系統座標掃描或篩選出該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,以由該轉乘縫隙掃描模組取得該第一運具之第一時刻表與該第一站位周邊之設定範圍內之該第二運具之第二時刻表,其中,該轉乘縫隙掃描模組依據該第一運具之第一時刻表與該第二運具之第二時刻表之到站時間差計算出該第一站位與該第二站位間之轉乘時間縫隙,且該轉乘縫隙掃描模組依據該第一站位之全球定位系統座標與該第二站位之全球定位系統座標之距離所估計之轉乘步行時間計算出該第一站位與該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,係連接或通訊該轉乘縫隙掃描模組,且該轉乘縫隙量化評估模組接收該第一運具之第一票證資料與該第二運具之第二票證資料以配對出該第一運具之第一站位與該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,俾利用該轉乘縫隙掃描模組依據該第一運具之第一時刻表與該第二運具之第二時刻表之到站時間差所計算出之該第一站位與該第二站位間之該轉乘時間縫隙、依據該第一站位之全球定位系統座標與該第二站位之全球定位系統座標之距離之該轉乘步行時間所計算出之該第一站位與該第二站位間之該轉乘空間縫隙、以及該轉乘縫隙量化評估模組依據該第一運具之第一票證資料與該第二運具之第二票證資料所配對出之該第一站位與該第二站位間之乘客之該實際轉乘人數與該實際轉乘間隔時間調整該第二運具之第二時刻表或該第二站位之位置;其中,該轉乘縫隙量化評估模組計算該第一運具之複數班次之人數有效時間縫隙,以由該轉乘縫隙量化評估模組將該第一運具之複數班次之人 數有效時間縫隙進行加總以得到總有效時間縫隙,再由該轉乘縫隙量化評估模組將該第一運具之複數班次之人數有效時間縫隙進行加總後所得到之該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,俾利用該轉乘縫隙量化評估模組所計算之該轉乘路線之人均有效時間縫隙評估該第一運具之班次之轉乘縫隙大小。 A system for analyzing transfer gaps in public transportation using ticket data includes: a transfer gap scanning module, which uses the global positioning system coordinates of a first station of a first vehicle to scan or filter out at least one second station of a second vehicle within a set range around the first station, so that the transfer gap scanning module obtains a first schedule of the first vehicle and a second schedule of the second vehicle within the set range around the first station, wherein the transfer gap scanning module calculates the transfer time gap between the first station and the second station according to the arrival time difference between the first schedule of the first vehicle and the second schedule of the second vehicle, and the transfer gap The transfer gap scanning module calculates the transfer space gap between the first station and the second station according to the estimated transfer walking time based on the distance between the GPS coordinates of the first station and the GPS coordinates of the second station; and a transfer gap quantitative evaluation module is connected to or communicates with the transfer gap scanning module, and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring and the actual transfer interval time between the first station of the first vehicle and the second station of the second vehicle, so as to use the transfer gap scanning module to calculate the transfer space gap between the first station and the second station according to the first timetable of the first vehicle. The transfer time gap between the first station and the second station is calculated based on the arrival time difference of the second timetable of the second means of transport, the transfer space gap between the first station and the second station is calculated based on the transfer walking time of the distance between the global positioning system coordinates of the first station and the global positioning system coordinates of the second station, and the transfer gap quantitative evaluation module adjusts the second timetable of the second means of transport or the position of the second station based on the actual number of passengers transferring between the first station and the second station and the actual transfer interval time matched with the first ticket data of the first means of transport and the second ticket data of the second means of transport. wherein the transfer gap quantitative evaluation module calculates the effective time gaps of the number of passengers of the multiple flights of the first means of transport, so that the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple flights of the first means of transport to obtain a total effective time gap, and then the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple flights of the first means of transport and divides the total effective time gap obtained by the total effective time gap by the total number of transfer passengers to obtain the effective time gap per capita of the transfer route, so that the transfer gap size of the flights of the first means of transport can be evaluated using the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module. 如請求項1所述之系統,其中,該轉乘縫隙掃描模組更將該第一運具之班次之到站時間作為基準,以計算該第一運具之各班次到達該第一站位後之一段時間範圍內的該第一站位周邊之該第二運具之動線於該第二站位之該第二時刻表之到站時間差,俾作為該轉乘時間縫隙。 In the system described in claim 1, the transfer gap scanning module further uses the arrival time of the first vehicle as a reference to calculate the arrival time difference of the second vehicle's movement line around the first station within a period of time after each of the first vehicle's trains arrive at the first station at the second timetable of the second station as the transfer time gap. 如請求項1所述之系統,其中,該轉乘縫隙掃描模組更依據預定時間範圍分析各轉乘路線之班次之第一種轉乘時間縫隙與第二種轉乘時間縫隙之範圍,其中,該第一種轉乘時間縫隙之範圍為該轉乘時間縫隙小於或等於第一預定時間範圍,而該第二種轉乘時間縫隙之範圍為該轉乘時間縫隙大於該第一預定時間範圍且小於或等於第二預定時間範圍。 The system as described in claim 1, wherein the transfer gap scanning module further analyzes the range of the first transfer time gap and the second transfer time gap of the train service of each transfer route according to the predetermined time range, wherein the range of the first transfer time gap is that the transfer time gap is less than or equal to the first predetermined time range, and the range of the second transfer time gap is that the transfer time gap is greater than the first predetermined time range and less than or equal to the second predetermined time range. 如請求項1所述之系統,其中,該轉乘縫隙掃描模組更計算該第一運具之第一站位與該第二運具之第二站位間之轉乘空間距離,再由該轉乘縫隙掃描模組將該第一運具之第一站位與該第二運具之第二站位間之轉乘空間距離依據一般乘客之平均步行距離進行換算,以得到該第一站位與該第二站位間之轉乘步行時間作為該轉乘空間縫隙。 The system as described in claim 1, wherein the transfer gap scanning module further calculates the transfer space distance between the first station of the first vehicle and the second station of the second vehicle, and then the transfer gap scanning module converts the transfer space distance between the first station of the first vehicle and the second station of the second vehicle according to the average walking distance of general passengers to obtain the transfer walking time between the first station and the second station as the transfer space gap. 如請求項1所述之系統,其中,該轉乘縫隙量化評估模組更接收該第一運具之第一票證資料以分析出有進出該第一運具之第一站位之旅次資料,再由該轉乘縫隙量化評估模組將所有相同乘客之該第一運具之第一票證資料與自該第一運具之第一站位出站後所轉乘之該第二運具之第二票證資料進行配對,俾由該轉乘縫隙量化評估模組依據該第一運具之 第一票證資料與該第二運具之第二票證資料之配對結果統計出該第一運具之第一站位周邊所轉乘之該第二運具之乘客之該實際轉乘人數與該實際轉乘間隔時間。 The system as described in claim 1, wherein the transfer gap quantitative assessment module further receives the first ticket data of the first vehicle to analyze the trip data of the first station of the first vehicle, and then the transfer gap quantitative assessment module matches the first ticket data of the first vehicle of all the same passengers with the second ticket data of the second vehicle transferred after leaving the first station of the first vehicle, so that the transfer gap quantitative assessment module can calculate the actual number of passengers who transfer to the second vehicle around the first station of the first vehicle and the actual transfer interval time according to the matching results of the first ticket data of the first vehicle and the second ticket data of the second vehicle. 如請求項1所述之系統,其中,該轉乘縫隙量化評估模組更計算該第一站位與該第二站位間之時間縫隙範圍內之最鄰近時間之轉乘班次時間縫隙,以由該轉乘縫隙量化評估模組依據該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該第一運具之班次之時間縫隙標準值。 The system as described in claim 1, wherein the transfer gap quantitative evaluation module further calculates the transfer time gap of the closest time within the time gap range between the first station and the second station, so that the transfer gap quantitative evaluation module calculates the time gap standard value of the first means of transport according to the transfer time gap of the closest time within the time gap range. 如請求項1所述之系統,其中,該轉乘縫隙量化評估模組更將該第一運具之各班次之時間縫隙標準值作為該轉乘時間縫隙之計算基準,再由該轉乘縫隙量化評估模組依據該時間縫隙標準值與由該轉乘空間縫隙換算之該轉乘步行時間計算出該第一運具之各班次之有效時間縫隙。 The system as described in claim 1, wherein the transfer gap quantitative evaluation module further uses the time gap standard value of each train of the first means of transport as the calculation basis of the transfer time gap, and then the transfer gap quantitative evaluation module calculates the effective time gap of each train of the first means of transport according to the time gap standard value and the transfer walking time converted from the transfer space gap. 如請求項1所述之系統,其中,該轉乘縫隙量化評估模組更將該轉乘路線之人均有效時間縫隙之數值作為指標值,以利用該轉乘縫隙量化評估模組所計算之該轉乘路線之人均有效時間縫隙評估該第一運具之班次之轉乘縫隙大小,且該轉乘縫隙量化評估模組將預定時間範圍作為該轉乘路線之人均有效時間縫隙之分布範圍以定義出複數種轉乘縫隙之等級。 The system as described in claim 1, wherein the transfer gap quantitative evaluation module further uses the value of the effective time gap per capita of the transfer route as an index value, so as to evaluate the size of the transfer gap of the first transportation vehicle by using the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module, and the transfer gap quantitative evaluation module uses the predetermined time range as the distribution range of the effective time gap per capita of the transfer route to define a plurality of transfer gap levels. 一種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全球定位系統座標掃描或篩選出該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,以由該轉乘縫隙掃描模組取得該第一運具之第一時刻表與該第一站位周邊之設定範圍內之該第二運具之第二時刻表; 由該轉乘縫隙掃描模組依據該第一運具之第一時刻表與該第二運具之第二時刻表之到站時間差計算出該第一站位與該第二站位間之轉乘時間縫隙,且由該轉乘縫隙掃描模組依據該第一站位之全球定位系統座標與該第二站位之全球定位系統座標之距離所估計之轉乘步行時間計算出該第一站位與該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該第一運具之第一票證資料與該第二運具之第二票證資料以配對出該第一運具之第一站位與該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,俾利用該轉乘縫隙掃描模組依據該第一運具之第一時刻表與該第二運具之第二時刻表之到站時間差所計算出之該第一站位與該第二站位間之該轉乘時間縫隙、依據該第一站位之全球定位系統座標與該第二站位之全球定位系統座標之距離之該轉乘步行時間所計算出之該第一站位與該第二站位間之該轉乘空間縫隙、以及該轉乘縫隙量化評估模組依據該第一運具之第一票證資料與該第二運具之第二票證資料所配對出之該第一站位與該第二站位間之乘客之該實際轉乘人數與該實際轉乘間隔時間調整該第二運具之第二時刻表或該第二站位之位置;其中,該轉乘縫隙量化評估模組計算該第一運具之複數班次之人數有效時間縫隙,以由該轉乘縫隙量化評估模組將該第一運具之複數班次之人數有效時間縫隙進行加總以得到總有效時間縫隙,再由該轉乘縫隙量化評估模組將該第一運具之複數班次之人數有效時間縫隙進行加總後所得到之該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,俾利用該轉乘縫隙量化評估模組所計算之該轉乘路線之人均有效時間縫隙評估該第一運具之班次之轉乘縫隙大小。 A method for analyzing public transportation transfer gaps using ticket data includes: using a transfer gap scanning module to scan or filter out at least one second station of a second vehicle within a set range around the first station using the global positioning system coordinates of the first station of a first vehicle, so that the transfer gap scanning module obtains a first timetable of the first vehicle and a second timetable of the second vehicle within the set range around the first station; and the transfer gap scanning module calculates the transfer time gap between the first station and the second station based on the arrival time difference between the first timetable of the first vehicle and the second timetable of the second vehicle. The transfer gap scanning module calculates the transfer space gap between the first station and the second station according to the estimated transfer walking time based on the distance between the GPS coordinates of the first station and the GPS coordinates of the second station; and the transfer gap quantitative evaluation module receives the first ticket data of the first vehicle and the second ticket data of the second vehicle to match the actual number of passengers transferring between the first station of the first vehicle and the second station of the second vehicle and the actual transfer interval time, so as to use the transfer gap scanning module to calculate the actual transfer interval time based on the arrival time of the first timetable of the first vehicle and the second timetable of the second vehicle. The transfer time gap between the first station and the second station is calculated according to the time difference, the transfer space gap between the first station and the second station is calculated according to the transfer walking time based on the distance between the global positioning system coordinates of the first station and the global positioning system coordinates of the second station, and the transfer gap quantitative evaluation module adjusts the second schedule of the second transportation vehicle or the position of the second station according to the actual number of passengers transferring between the first station and the second station and the actual transfer interval time matched according to the first ticket data of the first transportation vehicle and the second ticket data of the second transportation vehicle; wherein the transfer The transfer gap quantitative evaluation module calculates the effective time gaps of the number of passengers of the multiple shifts of the first means of transport, and the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple shifts of the first means of transport to obtain the total effective time gap, and then the transfer gap quantitative evaluation module sums up the effective time gaps of the number of passengers of the multiple shifts of the first means of transport and divides the total effective time gap obtained by the total effective time gap by the total number of transfer passengers to obtain the effective time gap per capita of the transfer route, so as to use the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module to evaluate the size of the transfer gap of the shifts of the first means of transport. 如請求項9所述之方法,更包括由該轉乘縫隙掃描模組將該第一運具之班次之到站時間作為基準,以計算該第一運具之各班次到達該第一站位後之一段時間範圍內的該第一站位周邊之該第二運具之動線於該第二站位之該第二時刻表之到站時間差,俾作為該轉乘時間縫隙。 The method as described in claim 9 further includes the transfer gap scanning module using the arrival time of the first vehicle as a basis to calculate the arrival time difference of the second vehicle's movement line around the first station within a period of time after each of the first vehicle's trains arrive at the first station at the second timetable of the second station as the transfer time gap. 如請求項9所述之方法,更包括由該轉乘縫隙掃描模組依據預定時間範圍分析各轉乘路線之班次之第一種轉乘時間縫隙與第二種轉乘時間縫隙之範圍,其中,該第一種轉乘時間縫隙之範圍為該轉乘時間縫隙小於或等於第一預定時間範圍,而該第二種轉乘時間縫隙之範圍為該轉乘時間縫隙大於該第一預定時間範圍且小於或等於第二預定時間範圍。 The method as described in claim 9 further includes the transfer gap scanning module analyzing the range of the first transfer time gap and the second transfer time gap of the train services of each transfer route according to the predetermined time range, wherein the range of the first transfer time gap is that the transfer time gap is less than or equal to the first predetermined time range, and the range of the second transfer time gap is that the transfer time gap is greater than the first predetermined time range and less than or equal to the second predetermined time range. 如請求項9所述之方法,更包括由該轉乘縫隙掃描模組計算該第一運具之第一站位與該第二運具之第二站位間之轉乘空間距離,再由該轉乘縫隙掃描模組將該第一運具之第一站位與該第二運具之第二站位間之轉乘空間距離依據一般乘客之平均步行距離進行換算,以得到該第一站位與該第二站位間之轉乘步行時間作為該轉乘空間縫隙。 The method as described in claim 9 further includes calculating the transfer space distance between the first station of the first vehicle and the second station of the second vehicle by the transfer gap scanning module, and then converting the transfer space distance between the first station of the first vehicle and the second station of the second vehicle according to the average walking distance of general passengers by the transfer gap scanning module to obtain the transfer walking time between the first station and the second station as the transfer space gap. 如請求項9所述之方法,更包括由該轉乘縫隙量化評估模組接收該第一運具之第一票證資料以分析出有進出該第一運具之第一站位之旅次資料,再由該轉乘縫隙量化評估模組將所有相同乘客之該第一運具之第一票證資料與自該第一運具之第一站位出站後所轉乘之該第二運具之第二票證資料進行配對,俾由該轉乘縫隙量化評估模組依據該第一運具之第一票證資料與該第二運具之第二票證資料之配對結果統計出該第一運具之第一站位周邊所轉乘之該第二運具之乘客之該實際轉乘人數與該實際轉乘間隔時間。 The method as described in claim 9 further includes receiving the first ticket data of the first vehicle by the transfer gap quantitative assessment module to analyze the trip data of the first station of the first vehicle, and then matching the first ticket data of the first vehicle of all the same passengers with the second ticket data of the second vehicle transferred after leaving the first station of the first vehicle, so that the transfer gap quantitative assessment module can calculate the actual number of passengers who transfer to the second vehicle around the first station of the first vehicle and the actual transfer interval time according to the matching results of the first ticket data of the first vehicle and the second ticket data of the second vehicle. 如請求項9所述之方法,更包括由該轉乘縫隙量化評估模組計算該第一站位與該第二站位間之時間縫隙範圍內之最鄰近時間之轉 乘班次時間縫隙,以由該轉乘縫隙量化評估模組依據該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該第一運具之班次之時間縫隙標準值。 The method as described in claim 9 further includes calculating the transfer time gap of the closest transfer time gap within the time gap range between the first station and the second station by the transfer time gap quantitative evaluation module, and calculating the time gap standard value of the first means of transport according to the transfer time gap of the closest transfer time gap within the time gap range by the transfer time gap quantitative evaluation module. 如請求項9所述之方法,更包括由該轉乘縫隙量化評估模組將該第一運具之各班次之時間縫隙標準值作為該轉乘時間縫隙之計算基準,再由該轉乘縫隙量化評估模組依據該時間縫隙標準值與由該轉乘空間縫隙換算之該轉乘步行時間計算出該第一運具之各班次之有效時間縫隙。 The method as described in claim 9 further includes the transfer gap quantitative evaluation module using the time gap standard value of each train of the first means of transport as the calculation basis of the transfer time gap, and then the transfer gap quantitative evaluation module calculates the effective time gap of each train of the first means of transport based on the time gap standard value and the transfer walking time converted from the transfer space gap. 如請求項9所述之方法,更包括由該轉乘縫隙量化評估模組將該轉乘路線之人均有效時間縫隙之數值作為指標值,以利用該轉乘縫隙量化評估模組所計算之該轉乘路線之人均有效時間縫隙評估該第一運具之班次之轉乘縫隙大小,且該轉乘縫隙量化評估模組將預定時間範圍作為該轉乘路線之人均有效時間縫隙之分布範圍以定義出複數種轉乘縫隙之等級。 The method as described in claim 9 further includes the transfer gap quantitative evaluation module using the value of the effective time gap per capita of the transfer route as an index value to evaluate the size of the transfer gap of the first means of transport using the effective time gap per capita of the transfer route calculated by the transfer gap quantitative evaluation module, and the transfer gap quantitative evaluation module using a predetermined time range as the distribution range of the effective time gap per capita of the transfer route to define a plurality of levels of transfer gaps. 一種電腦可讀媒介,應用於計算裝置或電腦中,係儲存有指令,以執行如請求項9至16之任一者所述應用票證資料分析大眾運輸轉乘縫隙之方法。 A computer-readable medium, used in a computing device or a computer, stores instructions for executing a method of using ticket data to analyze public transportation transfer gaps as described in any one of claims 9 to 16.
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