GB2508743A

GB2508743A - Monitoring system and congestion rate calculation method

Info

Publication number: GB2508743A
Application number: GB1402925.0A
Authority: GB
Inventors: Junichi Togashi
Original assignee: Hitachi Kokusai Electric Inc
Current assignee: Hitachi Kokusai Electric Inc
Priority date: 2011-07-20
Filing date: 2012-05-28
Publication date: 2014-06-11
Anticipated expiration: 2032-05-28
Also published as: GB201402925D0; WO2013011742A1; GB2508743B; JP2013025523A; JP5988472B2

Abstract

[Problem] To effectively monitor the inside of a train by means of a monitoring system. [Solution] Persons present inside a carriage are detected on the basis of image data captured by monitoring cameras (111 to 114) or image data recorded in a recording device, and carriage occupancy (A) is determined by detecting the extent to which those persons occupy the carriage as a percentage. Furthermore, the number of persons getting on and off the carriage is measured on the basis of the image data captured by the monitoring cameras (111 to 114) or the image data recorded in the recording device, and carriage occupancy (B) is measured in accordance with the number of persons currently in the carriage against the maximum possible number or passengers. A highly accurate carriage occupancy is determined by taking an average value and so on from the carriage occupancies calculated by these two methods.

Description

MONITORING SYSTEMJ AND CONGESTION RATE CALCULATION METHOD

Field of the Invention

[0001] The present invention relates to a monitoring system; and, more particularly, to a monitoring system capable of effectively monitoring the inside of a train or the like, and a congestion rate calculation method.

Background of the Invention

[0 002] Recently, a monitoring system including a monitoring camera and the like is operated inside or outside a carriage in a public transportation represented by a train, a bus, a taxi and the like, and a state inside the carriage is monitored or recorded (stored) to prevent crimes, public nuisance or the like.

For example, by introducing the monitoring system into a train, it is possible to monitor the inside of the train by the monitoring camera in real time and also possible to record or store the state inside the train as images.

[0003] However, in such a monitoring system, information contained in the stored images is limited to date, time, sound in the neighbor or the like. For example, information required when an accident occurs or when images are analyzed to prevent crimes or the like is not sufficiently recorded.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2010-028754

Summary of the Invention

{0005] Therefore, the conventional monitoring system needs to be further developed.

It is an object of the present invention to provide a monitoring system capable of effectively monitoring the inside of a carriage in a train or the like.

[0006] In order to achieve the above object, a monitoring system in accordance with the present invention is configured as an example as following.

A monitoring system in accordance with the present invention includes: an image capturing unit for capturing an image of a predetermined area; a unit for calculating a first and a second congestion rate based on the image obtained by the image capturing unit; and a unit for calculating a third congestion rate from the first and the second congestion rate.

[0007] Further, a monitoring system in accordance with the present invention includes: an image capturing unit for capturing an image of a predetermined area; a unit for calculating a first and a second congestion rate based on the image obtained by the image capturing unit; and a unit for calculating a third congestion rate from the first and the second congestion rate, wherein the first congestion rate is calculated by detecting an area occupied by an object in the predetermined area based on the image captured by the image capturing unit and calculating a ratio of the detected area to a reference area in the predetermined area as an occupancy ratio of the object in the predetermined area.

[0008] Furthermore, a monitoring system in accordance with the present invention includes: an image capturing unit for capturing an image of a predetermined area; a unit for calculating a first and a second congestion rate based on the image obtained by the image capturing unit; and a unit for calculating a third congestion rate from the first and the second congestion rate, wherein the second congestion rate is calculated by detecting movement of objects in the predetermined area based on the image captured by the image capturing unit, counting the number of the objects that have moved, and calculating a ratio of the number of the objects that have moved to a maximum possible number of the objects.

[00091 In addition, a congestion rate calculation method in accordance with the present invention includes: calculating a first and a second congestion rate based on an image captured by an image capturing unit for capturing an image of a predetermined area; and calculating a third congestion rate from the first and the second congestion rate.

Effect of the Invention [0010] As described above, in accordance with the monitoring system of the present invention, the inside of a carriage in a train or the like can be effectively monitored.

Brief Description of the Drawings

[0011] Fig. 1 shows a configuration example of an in-carriage system of a monitoring system in accordance with an embodiment of the present invention.

Fig. 2 shows a configuration example of an in-station system of the monitoring system in accordance with the embodiment of the present invention.

Fig. 3 shows another configuration example of the in-carriage system.

Figs. 4A and 4B show examples of installation of monitoring cameras in a carriage.

Fig. 5 is a flow chart showing an example of a sequence of calculating a carriage occupancy.

Figs. 6A and GB show examples of installation of monitoring cameras in a carriage.

Figs. 7A and 73 show example of installation of monitoring cameras in a carriage.

Figs. BA and 83 show example of installation of monitoring cameras in a carriage.

Fig. 9 shows a display example of a carriage occupancy.

Fig. 10 shows an example of information displayed on a screen of a display device in a driver's cab.

Detailed Description of the Embodiments

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

In the present example, the case in which a monitoring system in accordance with an embodiment of the present invention is applied to a train will be described.

Fig. 1 shows a configuration example of an in-carriage system of a monitoring system in accordance with an embodiment of the present invention.

In the present example, a train has four carriages Al to A4. Carriage numbers 1 to 4 are set for the carriages Al to A4, respectively.

[0013) A first carriage Al has doors 1 and 2 at both sides thereof -Provided in the first carriage Al are a plurality of (six in the present example) monitoring cameras 11 to 16, a network switch (network SW) 21, a recording device 22, a display device 23, a management device 24, a transmission device 25, and a transmission antenna 26.

Here, the monitoring cameras 11 to 16, the recording device 22, the display device 23 and the management device 24 are connected to the network switch 21. Further, the management device 24 is connected to the transmission device 25, and the transmission device 25 is connected to the transmission antenna 26.

They are connected directly or via, e.g., a wired or wireless channel.

[0014J As in the case of the first carriage Al, each of the second to the fourth carriage A2 to A4 includes the dcors 1 and 2, and the monitoring cameras 11 to 16 and the devices 21 to 23. However, the second to the fourth carriage A2 to A4 do not have the management device 24, the transmission device 25 and the transmission antenna 26. The reference numerals of the configuration inside the second to the fourth carriage A2 to A4 are omitted in Fig. 1.

Further, the network switches of adjacent carriages are connected to each other. Specifically, the network switch 2lof the first carriage Al is connected to the network switch of the second carriage A2; the network switch of the second carriage A2 is connected to the network switch of the third carriage A3; and the network switch of the third carriage A3 is connected to the network switch of the fourth carriage AA.

[0015] A proper number of monitoring cameras for capturing images (photographing) are installed at proper positions inside the carriage under working conditions. Although six monitoring cameras are installed in the present example, a larger or a smaller number of monitoring cameras may be installed in another configuration example. Also, with respect to the other devices, the installation number thereof is not limited and may vary.

[0016] In the monitoring system of the present example, devices are installed in a station yard and at each platform of the station.

Fig. 2 shows a configuration example of an in-station system of a monitoring system in accordance with an embodiment of the present invention.

In Fig. 2, a station yard 31, station platforms 32 (only one shown), and a management room 33 are illustrated.

[0017] In the station yard 31 (here, the area except for the station platform 32 and the management room 33), a plurality of (two in the present example) network switches 41 and 46 is provided, and devices are connected to each of the network switches 41 and 46. Specifically, the network switch 41 is connected to three monitoring cameras 42 to 44 and a single display device 45, and the network switch 46 is connected to two monitoring cameras 47 and 48 and a single display device 49, Moreover, the network switches 41 and 46 are connected to communicate with each other.

[0018] In the station platform 32, a network switch 51 is provided, and three monitoring cameras 52 to 54 and a single display device 55 are connected to the network switch 51.

In the management room 33, a management device 61, a recording device 62, a transmission device 63, and a transmission antenna 64 are secruentially connected to each other. In addition, a network 65 connected to the management device 61 is provided.

Here, one network switch 46 the station yard 31 is connected to the network switch 51 of the station platform 32 and the management device 61 of the management room 33.

They are connected directly or via, e.g., a wired or wireless channel.

[0019] The network 65 in the management room 33 is connected to a personal computer (PC) 71, a portable terminal 72, a digital signage 73 and the like which are provided at, e.g., the outside of the station yard 31 (outside the station), so as to communicate with each other via a wired or wireless channel.

In the configuration shown in Fig. 2 the installation number of each device is not limited and may vary, as in the configuration shown in Fig. 1.

[0020] In the present example, the number of carriages of a train may be set arbitrarily. For example, the train may include a single carriage or a plurality of carriages.

Fig. 3 shows another configuration example of the in-carriage system.

In the present example, four carriages AS to AS, which are the same as the four carriages Al to A4 shown in Fig. 1, are connected to the four carriages Al to A4. The network switch of the fourth carriage A4 and the network switch of the fifth carriage A5 are connected via a channel 81.

The number of carriages can be easily increased or decreased by connecting the network switches of the carriages, allowing communication there between via the network switches, and constructing a single network [0021] Hereinafter, an example of an operation in the system shown in Fig. 1 or 2 will be described.

Schematically, in each of the carriages Al to A4 of the in-carriage system, the monitoring cameras 11 to 16 capture images; the recording device 22 records the images or the like; the display device 23 displays the images or the like; the management device 24 manages the images or the like; and the transmission device 25 wirelessly transmits or receives the images or the like via the transmission antenna 26.

Schematically, in the in-station system, the monitoring cameras 42 to 44, 47, 48 and 52 to 54 capture images; the recording device 45, 49 and 55 record the images or the like; the management device 61 manages the images or the like; the recording device 62 records the images or the like; the transmission device 63 wirelessly transmits or receives the images or the like via the transmission antenna 64; and the PC 71, the portable terminal 72, the digital signage 73 or the like displays the images or the like.

[0022] A specific example of the operation will be described.

The monitoring cameras capture images of a previously set target area. The data of the images captured by the monitoring cameras is properly stored by main bodies of the cameras or the recording device. Further, the image data may be compressed, processed or corrected by any method.

The stored data is transmitted to the outside by a proper transmission device, a proper transmission antenna or the like. At this time, the transmission may be carried out by utilizing, e.g., a previously constructed communication system. Or, a separate communication method may be used.

For example, the transmission may be carried out by a wireless LAN (Local Area Network) having high transmission performance or the like.

[0023] The data transmitted from the inside of the train is transmitted to the recording device (e.g., archive type recording device) installed at the management room of the station yard when the train stops at the station or passes through the station, The recorded data is properly processed for publication, and then connected to an external network or a network between stations.

In addition to the image, the conventional train operation information or the like may also be recorded cr transmitted.

[0024] The monitoring system of the present example uses network devices. However, the system is not necessarily constructed by the network devices. For example, when the monitoring camera is not a network device, the system is constructed via an encoder device capable of converting an analog image signal (signal of an image captured by the monitoring camera) to a digital signal and transmitting the digital signal to the carriage network. As a consequence, the same equivalent system to the monitoring system of the present example can be realized.

[0025] Hereinafter, the detection of the carriage occupancy (value indicating the state of congestion) will be described in detail.

Figs. 4A and 4B show an example of installation of monitoring cameras in a carriage.

Fig. 4A shows the inside of the carriage seen from the top, and Fig. 4B shows the inside of the carriage seen from the side. Specifically, there are illustrated doors 101 and 102 provided at both sides of the carriage, seats 103 and 104, and four monitoring cameras lii to 114 provided at a ceiling of the carriage. In the present example, four monitoring cameras 111 to 114 are spaced from each other at a regular interval and capture images in a perpendicular direction from the top.

[0026] The monitoring cameras are installed at proper positions, e.g., at an upper portion of the carriage.

Generally, it is difficult for a single monitoring camera to monitor the entire carriage, so that a plurality of monitoring cameras is installed to monitor divided areas assigned thereto.

As for the four monitoring cameras ill to 114 shown in Figs. 4A and 4B, the four monitoring cameras 11 to 14 in one carriage which are shown in Fig. 1 may be used.

[0027] In the present example, the carriage occupancy is detected based on the image data captured by the monitoring cameras 111 to 114 or the image data stored in the recording device.

Specifically, persons in the carriage are detected based on, e.g., the image data captured by the monitoring cameras 111 to 114 or the image data recorded in the recording device, and a carriage occupancy A is determined by an occupancy ratio of the persons in the carriage.

Further, the number of persons getting on the carriage and the number of persons getting off the carriage are measured based on the image data captured by the monitoring cameras lii to 114 or the image data recorded in the recording device, and a carriage occupancy B is determined in accordance with the number of persons currently in the carriage against the maximum possible number of passengers.

Moreover, a highly accurate carriage occupancy is determined by, e.g., taking an average value from the carriage occupancies calculated by these two methods. In the present example, since the monitoring cameras 111 to 114 monitor the respective areas assigned thereto, the results of all the monitoring cameras lii to 114 are combined. Then, the final result is displayed on the monitor (display device 23) in the carriage, or the display devices 45, 49 and 55 such as a digital signage, and an electric noticeboard provided at the inside of the station yard 31 such as the station platform 32 or the like. Further, the data may be transmitted to and displayed on a terminal (portable terminal 72), e.g., a PC 71, a mobile phone or the like, which is connected via an external network (network 65) [0028] Fig. 5 shows an example of a sequence of calculating a carriage occupancy.

In the present example, the carriage occupancy is calculated by the management device 24 in the carriage Al shown in Fig. 1, the management device 61 in the station yard 31 shown in Fig. 2, or any other device. The information obtained by the monitoring cameras 11 to 16 in the carriages Al to A4 shown in Fig. 1 may be obtained by the monitoring cameras 11 to 16 or by any other device.

[0029] Descriptions will be made with reference to Figs. 4A, 43 and 5.

First, when the operation of the train is started (step 31), the carriage occupancy is cleared (initialized) (step 32) Basically, the variation in the carriage occupancy of the carriage is synchronized with the opening/closing of the doors 101 and 102. Therefore, the opening of the doors 101 and 102 is used as a trigger (step 33) to prepare the calculation of the carriage occupancy (step S4) . Then, the persons getting on and off the carriage are detected (step S5) , and the number of the detected persons getting on the carriage and the number of persons getting off the carriage are counted (step 66) [00301 Next, the closing of the doors 101 and 102 is used as a trigger (step 67) to calculate the carriage occupancy (detection of persons who occupy the carriage) (step SB) Thereafter, persons are detected from the image data captured by the monitoring cameras 111 to 114, and the ratio of the area in the carriage which is occupied by the persons (occupancy ratio based on the image data of the monitoring cameras 111 to 114) is calculated (step SO) . Then, the carriage occupancy A of each carriage is calculated by adding up the calculation results (e.g., obtaining the occupancy ratio of one entire carriage based on the occupancy ratios obtained based on the image data of the monitoring cameras 111 to 114) (step 610) At the same time, the closing of the doors 101 and 102 is used as a trigger (step 57) to calculate the sum of the number of the detected persons in each of the monitoring cameras lii to 114 which were counted in the step SE (e.g., calculate the occupancy ratio of one entire carriage based on the number of persons counted based on the image data of the monitoring cameras 111 to 114) . The carriage occupancy B of each carriage is calculated by comparison with a maximum possible number of passengers (step 312) [0031] Then, the carriage occupancy is corrected by calculating an average of the carriage occupancy A of each carriage which is calculated from the occupancy ratio and the carriage occupancy B calculated from the number of persons getting on the carriage and the number of persons getting off the carriage (step 513) . Here, the carriage occupancy may be corrected by applying a weight to any one of the carriage occupancies without calculating an average.

[0032] Next, the data of the calculation result (carriage occupancy) is transmitted to (step 514) and displayed on the display device (e.g., the display device 23 shown in Fig. 1 or the like) (step 515) When the operation of the train is not stopped (step 516), the process returns to the step 53.

[0033] Here, as for a method for calculating carriage occupancy from a specific occupancy ratio, various methods may be used. In addition, the carriage occupancy may be calculated by heat source detection using a far infrared camera, by reference image comparison, or by specific pattern mark detection.

[0034] Hereinafter, the calculation of the carriage occupancy B from the specific number of persons getting on the carriage and the number of persons getting off the carriage will be described.

First, when the operation is started, the number of persons getting on the carriage is initialized to zero.

Next, the number of persons getting on the carriage and the number of persons getting off the carriage are counted while using the opening of the door 101 and/or the door 102 as a trigger.

It is not necessary to count the number of persons when the door is open. However, when the number of persons is counted based on the image obtained at irregular timings and a plurality of monitoring cameras is used, a same person may be counted multiple times by the monitoring cameras or a person in a dead angle zone may not be recognized, so that it is preferable to count the number of persons when the door is open.

{0035] In order to count the number of persons getting on the carriage and the number of persons getting off the carriage, first, a person needs to be recognized. To do so, there may be used, e.g., a method fcr recognizing a face or a head of a person by face detection or contour detection. Since the image processing in this field has been variously examined and developed, any method may be used for recognizing a person.

[0036] Further, whether the detected person is getting on or off the carriage needs to be determined. To do so, it is required to analyze, e.g., the movement vector of the detected person. When the detected person is moving from the inside to the outside of the train, it is determined that the person is getting off. When the detected person is moving from the outside to the inside of the train, it is determined that the person is getting on. In the case of capturing images of the door in an oblique direction from the top, the detected person who becomes closer is determined as a person who is getting on and the detected person who becomes distant is determined as a person who is getting off.

[0037] At this time, the persons present inside the carriage are not counted. This is because the number of persons present in the carriage is determined by adding/subtracting the number of persons who are getting on/off the carriage to/from the previously counted number of persons in the carriage.

[0038] Moreover, it is preferable to count the number of persons getting on and off the carriage only by the monitoring cameras that capture images of the door. This is because the number of persons getting on and off the

-I-

carriage cannot be counted by the monitoring cameras that do not capture images of the door.

[0039] In the case of the train, passengers may move between carriages through the door 105 between the carriages. The number of passengers present in each carriage (carriage occupancy B) is changed by the movement of passengers between the carriages. Thus, the number of passengers present in each carriage can be more accurately calculated by constantly detecting, counting, and feedbacking the number of passengers in the carriage by the monitoring cameras capable of capturing images of the door 105 between carriages. The detection of the passengers moving between the carriages is carried out in the same manner as the counting of the persons getting on and off the carriage when the door is open, but at all times unlike the counting of the persons getting on and off the carriage when the door is open. This is because when the opening/closing of the door between carriages is used as a detection trigger by a sensor or the like, there is no problem when a person comes from another carriage through the door 105 but the detection may be impossible due to the delay of the detection when a person goes out. Therefore, it is preferable to operate the monitoring cameras such that they can constantly detect the door 105 between carriages.

Further, the number of persons currently in the carriage is calculated by adding/subtracting the counted number of persons getting on/off the carriage to/from the previously counted number of persons in the carriage, and carriage occupancy B is determined by calculating the ratio of the number of persons currently in the carriage to the maximum possible number of passengers. Specifically, it is calculated in the following manner: the carriage occupancy B = (the number of persons currently in the carriage/maximum possible number of passengers)xlOO.

[0040] Figs. EA, 62, 7A, 72, BA and BE show examples of installation of monitoring cameras in a carriage.

Figs. GA, 7A and BA show the inside of the carriage seen from the top, and Fig. 62, 7B and BE show the inside of the carriage seen from the side. Specifically, there are illustrated doors 101 and 102 provided at both sides of the carriage, seats 103 and 104, and four to six monitoring cameras provided at a ceiling of the carriage.

In Figs. GA and 6B, four monitoring cameras 201 to 204 are installed at diagonally upper positions of the carriage so as to capture images in an oblique direction from the top.

In Figs. TA and 72, five monitoring cameras 301 to 305 are installed at the ceiling. The monitoring camera 301 captures images of the door 105 between carriages; the monitoring camera 302 captures images of the door 101; the monitoring camera 303 captures image of the door 102; and monitoring cameras 304 and 305 capture images in a perpendicular direction from the top.

En Figs. 8A and 88, among six monitoring cameras 401 to 406, three monitoring cameras are installed at the ceiling near the seats, and two monitoring cameras are installed at the ceiling near the door. They are installed so as to capture images in a perpendicular direction from the top.

In that case, the monitoring cameras 402 and 403 are installed so as to capture images in a perpendicular direction from the top. However, the monitoring cameras 402 and 403 may be installed so as to capture images of the doors 102 and 101 provided at the opposite sides in an oblique direction from the top.

[0041] If the monitoring cameras have rotatable heads, the image capturing direction can be switched between a vertical direction and an oblique direction during the opening/closing of the door or the like. Hence, a degree of freedom in installation and operation can be increased.

[0042] As in the present example, a highly accurate carriage occupancy can be calculated by taking an average value from the method for calculating an area occupied by persons in the carriage from the images obtained by the monitoring cameras arranged as shown in Figs. 4A, 48, GA, 63, 7A, 78, 8A and BB or arranged in a different way and converting the calculation result to the carriage occupancy A and the method for counting the number of persons getting on the carriage and the number of persons getting off the carriage and converting the calculation result to the carriage occupancy B with reference to the maximum possible number of passenger.

[0043] Any carriage occupancy detection (calculation) method or any monitoring camera installation position may be combined. Further, the carriage occupancy detection (calculaticn) different from the method described in the present example or the arrangement of monitoring cameras different from the arrangement described in the present

example may be used.

When the monitoring area captured by two or more monitoring cameras is overlapped, it is considered that the images of the overlapped area which are captured by the two or more monitoring cameras are related. Therefore, the carriage occupancy or the like can be obtained by using only one of the images captured by the two or more monitoring camera or by obtaining an average of the information from the images captured by the two or more monitoring cameras.

[0044] Hereinafter, the data processing of the carriage occupancy will be described with reference to Figs. 1 and 2.

The data of the obtained carriage occupancy (occupancy ratio x the number of counted persons) is temporarily stored by, e.g., the monitoring cameras 11 to 16 installed at the carriages Al to A4, and the information is transmitted to the management device 24 of the front carriage Al. In the management device 24, with reference to the carriage occupancy (occupancy ratio x the counted number of persons) in each of the carriages Al to A4 obtained by the monitoring cameras 11 to 16, the current carriage occupancy (e.g., the carriage occupancy in each of the carriages Al to A4) is calculated. Similarly, the entire carriage occupancy of the carriages Al to A4 can also be calculated.

[0045] The result of the carriage occupancy is notified to the passengers or the driver through the display device 23 installed at each of the carriages Al to A4. It is also transmitted to the recording device 62 or management device 61 installed at the inside of the station yard 31 such as the station platform 32 or the like by the transmission device 25 and managed as a proper management database.

[0046] Fig. 14 shows a display example of the carriage occupancy as an example of information displayed on the screen of the display device 23.

For better understanding, the carriage occupancy is preferably illustrated by a diagram. Specifically, the carriage occupancy (e.g., 120% or the like) is displayed as a percentage on the images of the carriages Al to A4 with characters, and the area of the portion to which the background color of the carriage image is applied is changed in accordance with the carriage occupancy. In the present example, the carriage occupancy is equal to the ratio of the size of the background color area to the carriage image.

The background color is set to, e.g., blue indicating a carriage occupancy of 0% to 50%, yellow indicating a carriage occupancy of 50% to 70% and red indicating a carriage occupancy of more than 70%. Accordingly, the carriage occupancy can be intuitively recognized. Further, the moving direction of the train (carriage) is indicated by an arrow, and the number of each carriage is indicated by a notation. For better understanding, a carriage number allocated to the corresponding carriage is parenthesized (by using, e.g., []), and the background and the outline thereof are changed.

[0047] The information such as the images captured by the monitoring system, the carriage occupancy or the like is displayed on the display device in a cab. The display device allows, e.g., a driver, to easily check the images and the information. For example, when there is a carriage having an error in opening/closing a door, the driver in the cab can quickly recognize the state by monitoring the images obtained by the monitoring cameras capable of checking the corresponding door in the carriage.

Since the display of the carriage occupancy and the image can be checked together, the congested carriage can be accurately recognized.

[0048] In the display device, the display content on the display screen is switched by selecting a carriage or an image of a monitoring camera which is desired by, e.g., a driver or the like. For example, when the display device is a touch panel, various manipulations such as selection, setting and the like may be executed by users contact on the screen. Or, the manipulation may be executed by user's input through an input unit such as a mouse, a keyboard or the like which is connected to the display device.

[0049] Fig. 15 shows an example of information displayed on the screen of the display device of the cab of the train.

In the display screen 301 of the display device of the present example, the number of the selected carriage and the like are displayed on the display device 311; the carriage occupancy of each carriage and the like are displayed on the display unit 312; the positions of the monitoring cameras in the carriage are displayed on the display device 313; the number of the selected monitoring camera is displayed on the display unit 314; the manipulation unit for allowing a user to execute various manipulations is displayed on the display unit 315; the information that identifies the selected monitoring camera among the plurality of monitoring cameras is displayed on the display unit 316; and the image captured by the selected monitoring camera is displayed on the display unit 317.

[0050] In the present example, the information on the carriage occupancy and the like is displayed on the general-purpose display devices 45, 49 and 55, such as an electric noticeboard, a digital signage or the like, installed in an elevator at the inside of the station yard 31 such as the station platform 32 or the like. Since the images of the inside of the carriage and the station platform are simultaneously displayed, the congestion state can be checked visually. Accordingly, the information is provided to expectant passengers, and the congestion of the carriage or the station can be relieved. Further, the information on the carriage occupancy and the like may be displayed on the floor of the station platform so that the persons waiting for the train can easily check the information.

[0051] The information such as the carriage occupancy and the like is transmitted through an external network (e.g., the network 65) . By using a portable terminal represented by a mobile phone or a PC (e.g., the PC 71, the portable terminal 72 or the digital signage 73), the information on a carriage occupancy and a congestion state of a desired train can be obtained in advance even outside the station.

The information of the carriage occupancy is recorded as, e.g., image and voice data (e.g., voice data attached to the image), and properly managed as the database together with the information such as date, station and the like.

Thus, the information can be effectively used for improving the operation of the train.

{0052] As described above, in the present example, the inside of the carriage is monitored by the monitoring system including the monitoring cameras, the image recording device, the network switch, the display device, the management device, the transmission device, the transmission antenna and the like which are installed in the inside or the outside of a carriage in a public transportation represented by a train, a bus, a taxi or the like. Further, a carriage occupancy of a train or the like is obtained based on images obtained by the monitoring system, and various information such as the carriage occupancy and the like are recorded (together with, e.g., information recorded by the conventional monitoring system) . Thus, such information may be utilized when an accideft occurs or an image is analyzed for prevention of crimes.

In the present example, the carriage occupancy of the train or the like is obtained in real time, displayed, transmitted and recorded. Accordingly, it can be effectively used for the operation of the train or the like.

[0053] In the present example, the monitoring system is utilized for recording and storing the information such as a carriage occupancy of each carriage and the like which is obtained from the images captured by the monitoring cameras.

Accordingly, useful information can be provided in case of emergency.

[0054] Here, the configuration of the system or the apparatus of the present invention is not limited to the above, and various configurations may be used. Further, the present invention may be provided as, e.g., a method for executing the processes of the present invention, or a program for realizing the method, or a storage medium storing the program. In addition, the present invention may be provided as various systems or apparatuses.

The application field of the present invention is not limited to the above, and the present invention may be

applied to various fields.

Various processes performed in the system or the apparatus of the present invention may be configured as a configuration where, in a hardware resource including a processor, a memory and the like, the processor executes a control program stored in a ROM (Read Only Memory), thereby controlling the processing, or as a configuration where various function units for executing the processes are configured as independent hardware circuits.

The present invention may be interpreted as a computer-readable storage medium such as a floppy (registered trademark) disc or a CD (Compact Disc) -ROM which stores the control program or as the program (itseif) . The processes of the present invention can be carried out by inputting the corresponding control program into the computer from the storage medium and causing the processor to execute the program.

Industrial Applicabiliy [0055] The monitoring system in accordance with the embodiment of the present invention is useful for passengers getting on and off at a specific location in a congested vehicle such as a train, a bus or the like.

Description of Reference Numerals

{0056J Al to A8 carriages, 1, 2, 101, 102 doors 11 to 16, 42 to 44, 47, 48, 52 to 54, 111 to 114, 201 to 204, 301 to 305, 401 to 406 monitoring cameras 21, 41, 46, 51 network switches (network SW) 22, 62 recording devices 23, 45, 49, 55 display devices 24, 61 management devices 25, 63 transmission devices 26, 64 transmission antennas 31 space inside station yard 32 station platform 33 management room 65 network 71 personal computer (PC)

72 portable terminal

73 digital signage 103, 104 seats 105 door between carriages El to BE persons Cl to CE portions where persons are detected 301 display screen 311 to 317 display devices.

Claims

What is claimed is: 1. A monitoring system comprising: an image capturing unit for capturing an image of a predetermined area; a unit for calculating a first and a second congestion rate based on the image obtained by the image capturing unit; and a unit fcr calculating a third congestion rate from the first and the second congestion rate.
2. A monitoring system comprising: an image capturing unit for capturing an image of a predetermined area; a unit for calculating a first and a second congestion rate based on the image obtained by the image capturing unit; and a unit for calculating a third congestion rate from the first and the second congestion rate, wherein the first congestion rate is calculated by detecting an area occupied by an object in the predetermined area based on the image captured by the image capturing unit and calculating a ratio of the detected area to a reference area in the predetermined area as an occupancy ratio of the object in the predetermined area.
3. A monitoring system comprising: an image capturing unit for capturing an image of a predetermined area; a unit for calculating a first and a second congestion rate based on the image obtained by the image capturing unit; and a unit for calculating a third congestion rate from the first and the second congestion rate, wherein the second congestion rate is calculated by detecting movement of objects in the predetermined area based on the image captured by the image capturing unit, counting the number of the objects that have moved, and calculating a ratio of the number of the objects that have moved to a maximum possible number of the objects.
4. A congestion rate calculation method comprising: calculating a first and a second congestion rate based on an image captured by an image capturing unit for capturing an image of a predetermined area; and calculating a third congestion rate from the first and the second congestion rate.