JP2016147620A - Traffic facility use management device, transportation system and traffic facility use management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a traffic facility use management device capable of reducing time and effort required to manage a use state of a traffic facility by a user.SOLUTION: A traffic facility use management device 1 for managing the use of a station building 10 being a traffic facility includes: a congestion degree detection unit 103a for detecting congestion degrees indicating congestion situations in a plurality of station buildings 10; a guide unit for guiding users so as to use a specific facility among traffic facilities, or so as not to use the specific traffic facility at a branch point where two or more different traffic facilities are available; and a guide control unit 30 for controlling the guide part on the basis of a congestion situation which users located at the branch point cannot perceive among the congestion situations in each of the two or more traffic facilities available at the branch point.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a traffic facility use management apparatus, a transport system, and a traffic facility use management method.

  In a transportation system using a railroad, a bus, or the like as a moving body, when a significant congestion occurs in a boarding / exiting facility such as a station building or a bus stop, a countermeasure for ensuring the safety of the user may be required. For example, in the railway transportation system, measures such as restricting entrance to the station platform or the station premises itself are taken in order to prevent the user from falling from the station platform. In this case, the station staff recognizes the congestion situation in the station platform visually or through a monitoring camera installed on the station platform or the like, and determines whether to restrict entrance.

  Also, in the ticket lanes provided in the station building, the number of people entering and leaving the station platform is measured, and the number of ticket lanes that can be entered and the number of ticket gates that can be exited according to the number of people entering and leaving the station. A technique for automatically changing the number of lanes is disclosed (for example, see Patent Document 1).

Japanese Patent No. 3905968

  However, every time congestion occurs in a boarding facility such as a station building, it is troublesome for the station staff to recognize the congestion situation by visual observation or using a monitoring camera, etc., and judge whether to restrict entrance to the boarding facility. Take it.

  An object of the present invention has been made in view of the above-described problems, and is a traffic facility use management device, a transport system, and a traffic facility use management that can reduce the time and effort required for the user to manage the use state of the traffic facility. It is to provide a method.

One aspect of the present invention is a traffic facility usage management device (1) that manages the use of a plurality of traffic facilities that are at least one of a mobile body (20) and a boarding / alighting facility (10) for the mobile body. The congestion level detection unit (103a) that detects the congestion level indicating the congestion status in the plurality of traffic facilities and the branching point where two or more different traffic facilities can be used Among the two or more of the traffic facilities that can be used at the branch point, and a guide unit (101, 102) that guides the user to use the specific traffic facility or not to use the specific traffic facility. A traffic facility usage management apparatus comprising a guidance control unit (30) for controlling the guide unit based on a congestion situation that cannot be perceived by the user located at the branch point.
As a result, the traffic facility use management device detects the congestion level in a plurality of traffic facilities, and controls the guide unit installed in the traffic facility based on the detected congestion levels, thereby reducing the congestion. The user can be guided as follows.

In addition, according to one aspect of the present invention, in the above-described traffic facility use management apparatus, when the guidance control unit has a degree of congestion in one traffic facility that exceeds a predetermined determination threshold, Instruct them not to use the equipment.
By doing in this way, the inflow of the user to the traffic equipment in congestion can be suppressed, and the congestion in the said traffic equipment can be eased.

Further, according to one aspect of the present invention, in the above-described traffic facility use management apparatus, the guidance control unit includes a degree of congestion in the boarding / alighting facility and a moving / scheduled arrival / departure (arrival / departure) in the mobile The guide unit is controlled based on both the degree of congestion.
In this way, not only the degree of congestion in the boarding facility but also the degree of congestion in the moving body that is scheduled to arrive and depart from the boarding facility, it is possible to accurately grasp the occurrence of congestion expected in the near future. Can do.

Further, according to one aspect of the present invention, in the above-described traffic facility usage management device, the guidance control unit may be another boarding / alighting that each of two or more different moving bodies starting from the one boarding / alighting facility is scheduled to depart / depart. The guide unit is controlled based on the degree of congestion in the facility (ST2, ST3).
By doing in this way, the congestion degree in the boarding / alighting facilities which a plurality of boarding / alighting facilities which a user can use, and each of the plurality of moving bodies starting from the one boarding / alighting facility plans to arrive and depart is detected. At the same time, based on the detected degree of congestion, guidance is provided to select a boarding facility with a lower degree of congestion. Thereby, since the further inflow of a user to the boarding facility in which congestion generate | occur | produced can be suppressed, congestion can be eliminated efficiently.

Further, according to one aspect of the present invention, in the above-described traffic facility use management apparatus, the guidance control unit is configured based on the schedule information (D) in which a schedule for arrival and departure of the moving body in the boarding facility is defined. The detection target of the degree of congestion used for control of the guide unit is changed.
By doing in this way, according to the boarding facilities which each mobile body plans to arrive and depart, which is sequentially updated with the passage of time, it is possible to sequentially switch and present the congestion situation in the boarding facilities. Therefore, a user can be guided effectively.

Further, according to one aspect of the present invention, in the above-described traffic facility use management device, the congestion level in one of the traffic facilities exceeds a predetermined determination threshold, and the transportation system includes a plurality of the traffic facilities. And further comprising a notification unit (31) for notifying other different transport systems, and the guidance control unit controls the guide unit so as to prompt the user to use the traffic equipment constituting the other transport system. To do.
In this way, the other transportation system is informed that congestion is occurring in one transportation facility, and the guidance control unit confirms that the other transportation system can be used as an alternative means. Inform users. If it does so, since the said other transportation system can acquire the opportunity to acquire a user, the congestion in the said traffic equipment can be eliminated efficiently.

Further, according to one aspect of the present invention, in the above-described traffic facility usage management apparatus, the guide unit is a guide information presentation unit that presents guide information to the user, and the guide control unit is located at the branch point. Based on the congestion situation that cannot be perceived by the user who is located, the guidance information presenting unit is caused to present guidance information indicating that a specific traffic facility is used or a specific traffic facility is not used.
By doing in this way, the user can grasp | ascertain the congestion condition which the said user cannot perceive directly in a distant place, the place separated, etc. through the guidance information shown by the guidance information presentation part. Therefore, the guidance control unit can psychologically act on the user so as not to use the traffic facilities in which congestion occurs.

According to another aspect of the present invention, in the above-described traffic facility use management apparatus, the guidance control unit is further photographed by the guidance information presenting unit through a photographing unit installed in each of the plurality of traffic facilities. Have the video presented.
In this way, the user can grasp that congestion is occurring in a specific traffic facility not only by a message but also by a live video, so that the user can gain trust in the presented guidance information. Can do. Therefore, it is possible to further encourage the user to use other transportation facilities.

Moreover, one aspect of the present invention is the above-described traffic facility usage management device, wherein the guide unit is a plurality of ticket gates lanes capable of regulating entry / exit between predetermined areas in the user's boarding / exiting facility, The guidance control unit increases or decreases the ratio between the number of ticket gate lanes that allow entry only and the number of ticket gate lanes that allow only exit depending on the degree of congestion in the one facility for getting on and off.
In this way, the ticket gate lane regulates entry / exit so that the user does not enter a predetermined area where congestion has occurred. Therefore, the guidance control unit can physically provide guidance to the user so as not to use the traffic facility in which congestion occurs.

One embodiment of the present invention is a transportation system including the above-described transportation facility use management device and the transportation facility.
As a result, the transportation system detects the degree of congestion in a plurality of traffic facilities, and controls the guide unit installed in the traffic facilities based on the detected degree of congestion so that the congestion is alleviated. Users can be guided.

Further, one aspect of the present invention is a traffic facility usage management method for managing the use of a plurality of traffic facilities that are at least one of a mobile body and a facility for getting on and off the mobile body, At the step of detecting the degree of congestion indicating the congestion status in the traffic facility and at a branching point where two or more different traffic facilities can be used, the user uses or identifies the specific traffic facility among the traffic facilities. Of the congestion level in each of the two or more of the traffic facilities that can be used at the branch point, the congestion state that the user located at the branch point cannot perceive. And a step of controlling the guide unit based on the traffic facility utilization management method.
As a result, the degree of congestion in a plurality of traffic facilities is detected, and the guide unit installed in the traffic facility is controlled based on the detected degree of congestion to guide the user so that the congestion is alleviated. can do.

  According to the traffic facility use management device, the transport system, and the traffic facility use management method described above, it is possible to reduce the time and effort required for the user to manage the state of use of the traffic facility.

It is a figure which shows the outline of the traffic facility which concerns on 1st Embodiment. It is a figure which shows the function structure of the traffic equipment utilization management apparatus which concerns on 1st Embodiment. It is a figure explaining the 1st operation of the guidance control part concerning a 1st embodiment. It is a 1st figure which shows the example of the guidance information which the guidance control part which concerns on 1st Embodiment displays on a signage. It is a figure explaining 2nd operation | movement of the guidance control part which concerns on 1st Embodiment. It is a 2nd figure which shows the example of the guidance information which the guidance control part which concerns on 1st Embodiment displays on a signage. It is a figure explaining the 3rd operation of the guidance control part concerning a 1st embodiment. It is a 3rd figure which shows the example of the guidance information which the guidance control part which concerns on 1st Embodiment displays on a signage. It is a 4th figure which shows the example of the guidance information which the guidance control part which concerns on 1st Embodiment displays on a signage. It is a figure which shows the function structure of the traffic equipment utilization management apparatus which concerns on the modification of 1st Embodiment. It is a figure which shows the example of the guidance information which the guidance control part which concerns on the modification of 1st Embodiment displays on a signage. It is a figure which shows the function structure of the traffic facility utilization management apparatus which concerns on 2nd Embodiment. It is a figure explaining the function of the notification part which concerns on 2nd Embodiment.

<First Embodiment>
(overall structure)
Hereinafter, the transportation system according to the first embodiment will be described with reference to the drawings.
FIG. 1 is a diagram illustrating the overall configuration of the traffic facility according to the first embodiment.
The transportation system according to the first embodiment is a railway transportation system having a plurality of transportation facilities. Here, “traffic equipment” specifically refers to a plurality of station buildings 10 (equipment for getting on and off) and a plurality of railway vehicles 20 (moving bodies).
The user of the railway transportation system enters, for example, the station building 10 that is the nearest station, and gets on the railway vehicle 20 toward the destination.

  As shown in FIG. 1, the premises of the station building 10 according to the first embodiment are composed of an area 10A outside the ticket gate, an area 10B inside the ticket gate, and two station platforms 10C1 and 10C2. The railway vehicles 20 traveling on different routes arrive and depart (arrive and depart) at the two station platforms 10C1 and 10C2.

As shown in FIG. 1, a signage 101 (guidance information presentation unit), a ticket gate lane 102, a detection sensor 103, a photographing unit 104, which constitute a traffic facility usage management device 1 (described later), are included in a station building 10. , Is installed.
The signage 101 is an aspect of a guide unit that guides the user of the station building 10, and is a display device that can display various information as an image, such as a plasma display or a liquid crystal display.
More specifically, the signage 101 is located outside the station building 10 (in the vicinity of the entrance to the area outside the ticket gate area 10A), the signage 101a located outside the ticket gate area 10B, and the station platforms 10C1 and 10C2. This is an installed home signage 101c. The signage 101 presents predetermined guidance information to a user who is located at each location by displaying an image or the like.
The signage 101 presents predetermined guidance information at a branch point where two or more different transportation facilities (station building 10, railcar 20, or other transportation system) can be used. It functions as a guide unit that uses a specific traffic facility among the two or more different traffic facilities or guides the user not to use the specific traffic facility. The “branch point” is, for example, in front of the ticket gate lane 102 where the entrance to the ticket gate area 10B can be selected (area 10A outside the ticket gate), the ticket gate area 10B where the use of the railway vehicle 20 can be selected, and the station platform 10C1. 10C2 or the like refers to an “area where a user on the spot can select and use a plurality of types of transportation facilities”.
In another embodiment, the guidance information presentation unit may be a broadcasting facility such as a speaker, for example, and may be an embodiment that announces guidance information to the user through voice. Further, the guidance information presenting unit may be an aspect having both the signage 101 and the broadcasting facility.

The ticket gate lane 102 is an aspect of a guide unit that guides the user of the station building 10, and can restrict entry / exit between predetermined areas on the premises of the user's station building 10. Specifically, the ticket gate lane 102 passes from the outside ticket gate area 10A to the inside ticket gate area 10B (hereinafter referred to as “entrance”) or inside the ticket gate based on the insertion of a ticket or the like by the user. This is an automatic ticket gate that can regulate the passage from the area 10B to the area 10A outside the ticket gate (hereinafter referred to as “exit”).
As shown in FIG. 1, a plurality of ticket gate lanes 102 are installed along the boundary between the outside ticket gate area 10 </ b> A and the inside ticket gate area 10 </ b> B in the station 10. Each ticket gate lane 102 is set to allow only one of entry or exit. Whether each ticket gate lane 102 can only be entered or only allowed to exit can be changed by control of the guidance control unit 30 described later.
The ticket gate lane 102 regulates user entry and exit at a branch point where two or more different transportation facilities (station building 10, railcar 20, or other transportation system) can be used. It functions as a guide unit that uses a specific traffic facility among the two or more different traffic facilities or guides the user not to use the specific traffic facility.

  The detection sensor 103 is a detector that can detect whether or not a person (user) is present at a place where the station building 10 is installed. For example, the detection sensor 103 is a human sensor using infrared rays or ultrasonic waves. . As shown in FIG. 1, it is installed at various locations within the station building 10 (each of the area 10A outside the ticket gate, the area 10B inside the ticket gate, and the station platforms 10C1 and 10C2). Each detection sensor 103 outputs a detection signal indicating whether or not a person is present in a predetermined range with reference to the position where the sensor is installed, to a local congestion detection unit 103a (described later) not shown in FIG. .

  A plurality of imaging units 104 are installed at various locations within the premises of the station building 10 (each of the area 10A outside the ticket gate, the area 10B inside the ticket gate, and the station platforms 10C1 and 10C2). Each photographing unit 104 acquires video data at each installed location and outputs the video data to the guidance control unit 30 described later.

  The plurality of railway vehicles 20 are railway vehicles that arrive at and depart from the station platforms 10C1 and 10C2 of the station building 10, respectively. In the present embodiment, the railway vehicle 20 that arrives and departs at the station platform 10C1 and the railway vehicle 20 that arrives and departs at the station platform 10C2 operate on different routes.

(Functional configuration of traffic facility use management device)
FIG. 2 is a diagram illustrating a functional configuration of the traffic facility use management apparatus according to the first embodiment.
The transportation system according to the first embodiment uses a plurality of transportation facilities (station building 10 and railway vehicle 20) constituting the transportation system (specifically, entrance to the station building 10, transfer at the station building 10, railway vehicle) For example, a traffic facility utilization management device 1 is managed. Here, as shown in FIG. 2, the traffic facility use management apparatus 1 includes various facilities installed inside and outside the premises of a plurality of station buildings 10, various facilities installed within a plurality of railway vehicles 20 (see FIG. 1), And the guidance control part 30 is connected with a network.
The traffic facility usage management apparatus 1 includes a signage 101 (external signage 101a, premise signage 101b, home signage 101c), a ticket gate lane 102, a detection sensor 103, and a premise congestion degree detection unit 103a (congestion) installed in a station building 10. Degree detection unit), photographing unit 104, and communication unit 105.

  The campus congestion level detection unit 103a integrates detection signals from the plurality of detection sensors 103, and calculates a congestion level indicating the congestion status in the station building 10 site. For example, the campus congestion degree detection unit 103a acquires the number of detection sensors 103 that have continuously detected the presence of a person for a predetermined time or more, and calculates the ratio of the number of detection sensors 103 to the total number of installations. This is detected as the degree of congestion of the station building 10. The on-site congestion level detection unit 103a may detect the congestion level for each specific area by referring only to the detection signal of the detection sensor 103 installed in a specific area (for example, the station platform 10C1) in the station building 10. Is possible.

In addition, the aspect which installs several human sensor (detection sensor 103) in each place in a station yard is only one aspect | mode of the premises congestion degree detection part 103a which detects the congestion degree in the station building 10, and is by various other means. Is also feasible.
For example, the campus congestion degree detection unit 103a scans the laser beam on the outside ticket gate area 10A, the inside ticket gate area 10B, or the station platforms 10C1 and 10C2, and acquires a two-dimensional or three-dimensional shape distribution according to the presence of the user. Thus, the number of users (congestion degree) may be estimated.
The on-site congestion level detection unit 103a captures each area of the outside ticket gate area 10A, the inside ticket gate area 10B, or the station platforms 10C1 and 10C2, and performs predetermined analysis processing (preliminarily specified) on the acquired plurality of image data. The number of users (congestion degree) may be determined by performing matching processing with a human-type pattern.
The on-site congestion degree detection unit 103a calculates the degree of congestion by combining the detection results obtained by the above-described various detection means and the number of users who have entered and exited through the ticket gate lane 102. May be.

The communication unit 105 is a communication interface between various facilities installed in the station building 10 and the guidance control unit 30, and the guidance control unit displays the congestion level calculated by the local congestion level detection unit 103a, the video data acquired by the imaging unit 104, and the like. Output to 30. Further, the communication unit 105 receives input of control signals for the signage 101 and the ticket gate lane 102 from the guidance control unit 30.
In the present embodiment, the communication between the communication unit 105 installed in the station building 10 and the guidance control unit 30 is either wired communication via a wired cable or wireless communication via a wireless communication module. It may be.

The guidance control unit 30 directly perceives the user located at the branch point among the congestion situation in each of two or more traffic facilities that can be used at the branch point of the user of the traffic facility (the station building 10 or the railway vehicle 20). The signage 101 and the ticket gate lane 102 are controlled based on the congestion situation that cannot be performed. In the present embodiment, the guidance control unit 30 is installed in a central management facility or the like that can centrally manage the entire railway transportation system.
Specific processing of the guidance control unit 30 will be described in detail below.

(First operation of guidance control unit)
FIG. 3 is a diagram illustrating a first operation of the guidance control unit according to the first embodiment.
The guidance control unit 30 according to the first embodiment includes the number of ticket gate lanes 102 that allow only entry and the number of ticket gate lanes 102 that allow only exit depending on the degree of congestion in the station building 10. Increase or decrease the ratio.
For example, the guidance control unit 30 determines whether the congestion level of the station building 10 detected by the local congestion level detection unit 103a exceeds a predetermined determination threshold. If the determination threshold value is not exceeded, the guidance control unit 30 determines that the station building 10 is in a normal state that is not congested, and the ticket gate lane 102 that allows only entry and the ticket gate lane 102 that allows only exit. Are set to the same number (3 lanes each) (see FIG. 3A).
On the other hand, when it exceeds the determination threshold, the guidance control unit 30 determines that the premises of the station building 10 are in a congested state (congested state) and compares it with the number of ticket gate lanes 102 that allow only entrance. The number of ticket gate lanes 102 that can only be exited is set to be large (see FIG. 3B).

As a result, when the premises of the station building 10 are congested, the number of ticket lanes 102 that can be automatically entered decreases and the number of ticket lanes 102 that can be exited increases. Therefore, the user is guided by the ticket gate lane 102 so as not to use the station building 10 because the entrance is restricted.
Here, the degree of congestion indicating the congestion state in the station building 10 is obtained by integrating detection signals of a plurality of detection sensors 103 installed in various areas such as the ticket gate area 10B and the station platforms 10C1, 10C2. The congestion status indicated by the degree of congestion is information that cannot be directly perceived (unrecognizable) by a user located in the ticket gate lane 102 before entering. That is, the user is guided by the entrance restriction by the ticket gate lane 102 so as to avoid in advance entering a place where congestion actually occurs before entering the ticket gate lane 102 before actually entering. . Therefore, before the user actually encounters congestion, the user uses other transportation facilities (other station buildings 10 or alternative transportation systems such as other railway lines, buses, taxis, etc.) different from the station building 10. Can be achieved.
In this case, the branch point for the user is the area 10A outside the ticket gate lane 102 in front of the ticket gate lane 102, and when there is no guidance (entrance restriction) by the ticket gate lane 102, the branch point (the ticket gate lane 102). A user located in the station building 10 can use the station building 10 (and the railcar 20 that arrives and departs at the station building 10) and other various transportation facilities existing outside the station building 10.

  The guidance control unit 30 may increase or decrease the ratio of the number of ticket gate lanes 102 that can be exited to the number of ticket gate lanes 102 that can be entered so as to be proportional to the congestion level detected by the campus congestion level detection unit 103a. Good. Further, depending on the degree of congestion, the guidance control unit 30 may perform control to completely prevent entry by setting the number of ticket gate lanes 102 that can be entered to zero.

FIG. 4 is a first diagram illustrating an example of guidance information displayed on the signage by the guidance control unit according to the first embodiment.
The guidance control unit 30 according to the first embodiment further causes the off-site signage 101a to present predetermined guidance information based on the congestion level in the station building 10 detected by the on-premises congestion level detection unit 103a. Based on the control by the guidance control unit 30, the off-site signage 101a prompts the user who intends to enter the premises for the use of the station building 10 to use guidance information indicating that the particular transportation facility is not used or not. Present.

Specifically, the guidance control unit 30 causes the off-site signage 101a to present guidance information as shown in FIG. 4 when the congestion level detected by the local level congestion level detection unit 103a exceeds a predetermined determination threshold. That is, the guidance control unit 30 urges the use of the message for urging not to use the station building 10 and other transportation facilities (such as stations on other railway lines) existing outside the station building 10 through the off-site signage 101a. Present a message.
In addition, when the entrance control is restricted by reducing the number of entrance ticket gate lanes 102 as described above, the guidance control unit 30 may cause the off-site signage 101a to indicate it accordingly.

In addition, the guidance control unit 30 presents video data P (live video) acquired through the photographing unit 104. Thereby, since the user can grasp that the congestion is occurring in the station building 10 not only by a simple message (character) but also by a live video, the user can gain confidence in the presented guidance information. . Therefore, it is possible to further encourage the user to use other transportation facilities.
As described above, when the premises of the station building 10 are congested, guidance information that prompts the use of other transportation facilities is automatically presented to the off-site signage 101a.

Here, the congestion degree indicating the congestion state in the station building 10 is obtained by integrating the detection signals of the plurality of detection sensors 103 installed in each place of the station building 10 as described above. The congestion status shown is information that cannot be directly perceived (unrecognizable) by a user located outside the station building 10 (off-site signage 101a). That is, the user is guided by the presentation of the guidance information by the off-site signage 101a so as to avoid the use of the station building 10 that is actually congested before entering the station building 10 in advance. Therefore, the user uses other transportation facilities (other station buildings 10 or alternative transportation systems such as other railway lines, buses, taxis, etc.) different from the station building 10 before actually encountering congestion. Can be achieved.
In this case, the vicinity of the off-premise entrance of the station building 10 (where the off-site signage 101a is installed) is a branch point for the user, and the user located at the branch point (off-site signage 101a) is either the station building 10 or the station building 10 Other transportation facilities existing outside the premises can be used.

As described above, the traffic facility usage management apparatus 1 detects the congestion level in the station building 10 and, when the detected congestion level exceeds a predetermined determination threshold, the ticket gate lane 102 installed in the station building 10. The admission restriction by the user and the guidance information by the off-site signage 101a are presented, and the user is guided not to use the station building 10. Thereby, the inflow of the user to the station building 10 in congestion can be suppressed, and the congestion in the said station building 10 can be eased.
As described above, according to the traffic facility use management apparatus 1 according to the first embodiment, it is possible to reduce the effort required to manage the use state of the traffic facility required to suppress the occurrence of congestion in the traffic facility.

(Second operation of guidance control unit)
FIG. 5 is a diagram illustrating a second operation of the guidance control unit according to the first embodiment.
FIG. 6 is a second diagram illustrating an example of guidance information displayed on the signage by the guidance control unit according to the first embodiment.
The guidance control unit 30 according to the first embodiment further determines the degree of congestion at the other station building 10 that is scheduled to depart and arrive at each of the two or more railway vehicles 20 that start from the one station building 10 and travel on different routes. Based on this, the on-site signage 101b is controlled.
Hereinafter, the function of the guidance control unit 30 will be described in detail with reference to FIGS. 1, 5, and 6.

FIG. 5 schematically shows three lines L1, L2, L3 and a plurality of stations (station building 10) existing on the lines L1, L2, L3.
As an example, the case where the station ST1 shown in FIG. 5 is the station building 10 shown in FIG. 1 will be described. In addition, the railway vehicle 20 that arrives and departs at the station platform 10C1 of the station building 10 travels on the route L1, and the rail vehicle 20 that arrives and departs on the station platform 10C2 travels on the route L2 different from the route L1.

As shown in FIG. 5, the route L1 is a route connecting the station ST1 and the station ST2. The route L2 is a route connecting the station ST1 and the station ST3. Furthermore, the route L3 is a route connecting the station ST2 and the station ST3. A station ST4 exists between the station ST2 and the station ST3 on the route L3. Here, in each of the stations ST1 to ST4, as in the station building 10 shown in FIG. 1, various facilities related to the traffic facility use management apparatus 1 are installed.
In the example shown in FIG. 5, the case where the user α who uses the station ST1 (the station building 10 shown in FIG. 1) goes to the destination station ST4 will be described. As a route from the station ST1 to the station ST4, a route toward the station ST4 via the station ST2 on the route L1 and a route toward the station ST4 via the station ST3 on the route L2 are conceivable. Accordingly, the user α has a railway vehicle 20 (railway vehicle 20 that arrives and departs on the station platform 10C1) traveling on the route L1 and a railcar 20 that travels on the route L2 (the train vehicle 20 that arrives and leaves on the station platform 10C2) at the station ST1. ) And which one to board.

  Here, it is assumed that the congestion degree at the station ST3, which is a transfer station on the route L2, is normal, and the congestion degree at the station ST2, which is a transfer station on the route L1, exceeds a predetermined determination threshold. In this case, the guidance control unit 30 does not use the station ST2 where congestion is occurring as a transfer station, but provides guidance information for prompting to use the station ST3 where congestion is not occurring to the on-site signage 101b. Let them present. Specifically, as shown in FIG. 6, the guidance control unit 30 presents guidance information indicating that congestion is occurring at the station ST2 and transfer information when using an alternative route to the premises signage 101b. Let

  Furthermore, the guidance control unit 30 allows the user to take video data P20 acquired through the imaging unit 104 installed at various locations in the station ST2 (station building 10) and imaging installed at various locations in the station ST3 (station building 10). The video data P21 acquired through the unit 104 is presented. By doing in this way, user alpha can grasp the situation of station ST2 and station ST3 at the present time with a picture. Therefore, it is possible to appeal to the user α psychologically not to use the station ST2 as a transfer station.

As mentioned above, according to the guidance control part 30 which concerns on 1st Embodiment, in the some other station building 10 which exists on the route which can be utilized from the station building 10 in which the user (alpha) is located, the premise of a specific station building 10 is When it is crowded, guidance information prompting the use of the station building 10 other than the specific station building 10 is automatically presented to the on-site signage 101b.
Here, the congestion situation at the stations ST2 and ST3 existing on the route L1 or the route L2 is information that cannot be directly perceived (unrecognizable) by a user located at the station ST1. That is, the user presents the guidance information by the on-site signage 101b, and from among the plurality of other station buildings 10 (stations ST2 and ST3) that can be used from the station building 10 (station ST1) via the route L1 or the route L2. Then, guidance is provided in advance to avoid the use of the station building 10 (station ST2) where congestion is actually occurring. Therefore, the user selects a station building 10 (station ST3) different from the station building 10 (station ST2) where the congestion has occurred before heading to the destination (station ST4) before actually encountering the congestion. be able to.
In this case, the area 10B in the ticket gate of the station building 10 (the place where the on-site signage 101b is installed) is a branch point for the user, and the user located at the branch point (the on-site signage 101b) A plurality of station buildings 10 (stations ST2 and ST3) via different routes L1 and L2 can be used.

  As described above, the traffic facility use management apparatus 1 detects the degree of congestion in each of a plurality of other station buildings 10 existing on a route that can be used from one station building 10, and the detected degree of congestion is predetermined. When the determination threshold is exceeded, guidance is provided so as to select a route that does not pass through the station building 10 that exceeds the determination threshold, that is, to select a station building 10 with a lower degree of congestion (relatively lower). Thereby, since the further inflow of a user to the station building 10 where congestion generate | occur | produced can be suppressed, congestion can be eliminated efficiently.

(Third operation of the guidance control unit)
FIG. 7 is a diagram illustrating a third operation of the guidance control unit according to the first embodiment.
8 and 9 are a third diagram and a fourth diagram, respectively, showing examples of guidance information displayed on the signage by the guidance control unit according to the first embodiment.
The guidance control unit 30 according to the first embodiment determines the degree of congestion in each of the other station buildings 10 starting from one station building 10 and scheduled to depart and arrive by two or more different railway vehicles 20 traveling on the same route. Based on this, the home signage 101c is controlled. Further, the guidance control unit 30 changes the congestion level detection target (other station buildings 10) used for controlling the home signage 101c based on the schedule information in which the schedule of arrival and departure of the railcar 20 at the station building 10 is defined. .
Hereinafter, the function of the guidance control unit 30 will be described in detail with reference to FIGS. 1 and 7 to 9.

FIG. 7 schematically shows one route L1 and a plurality of stations ST1, ST2, ST11 to ST16 (station building 10) existing on the route L1.
As shown in FIG. 7, a plurality of stations ST11 to ST16 are installed between the stations ST1 and ST2 on the route L1. As for each station ST11-ST16, the various facilities which concern on the traffic facility utilization management apparatus 1 are installed similarly to the station building 10 shown in FIG.
In the example shown in FIG. 7, the case where the user β using the station ST1 (the station building 10 shown in FIG. 1) heads to the destination station ST14 will be described. The user β gets on the railway vehicle 20 from the station platform 10C1 of the station ST1 (station building 10) and heads for the station ST14.
In the example of the present embodiment, the railway vehicle 20 that arrives and departs at the station platform 10C1 is assumed to arrive and depart at each station according to three operation types of operation types A to C. The railway vehicle 20 of operation type A (for example, “rapid speed”) leaves the station ST1 and then travels to the station ST2 without stopping at the stations ST11 to ST16. Further, the railway vehicle 20 of the operation type B (for example, “express”) stops only at the station ST13 until it arrives at the station ST2 after leaving the station ST1. And the railway vehicle 20 of operation type C (each station stop) stops at all the stations from the station ST11 to the station ST16 existing between the departure from the station ST1 and the arrival at the station ST2.
In this case, as a route for the user β to go from the station ST1 to the station ST14, a pattern of getting on the railway vehicle 20 of the operation type B from the station ST1, getting off at the station ST13, and further transferring to the railway vehicle 20 of the operation type C, Or the pattern etc. which board the train vehicle 20 of the operation type C directly from station ST1 can be considered.

FIG. 8A and FIG. 9A show examples of diagram information stored in advance by the guidance control unit 30 according to the present embodiment. For example, the schedule information D defines the schedule of arrival and departure of the railway vehicle 20 at the station platform 10C1 of the station ST1, that is, the scheduled arrival and departure time and the operation type of the railway vehicle corresponding to the scheduled arrival and departure time.
8 (b) and 9 (b), the guidance information that the guidance control unit 30 presents to the home signage 101c based on the departure / arrival schedule and current time of the railway vehicle 20 indicated in the diagram information D is shown. The contents are shown.

The guidance control unit 30 refers to the schedule information D, and the rail vehicle 20 (hereinafter also referred to as a starting vehicle) that first arrives and departs at the station platform 10C1 at the current time, and then the train that arrives and departs at the station platform 10C1. The operation type of the vehicle 20 (hereinafter also referred to as the next vehicle) is acquired. In addition, the guidance control unit 30 presents various information such as the arrival and departure times and operation patterns (and end stations) of the railway vehicle 20.
In the example shown in FIG. 8A, the guidance control unit 30 is based on the schedule information D, and indicates that the starting vehicle is the operation type C (each station stop) and the next vehicle is the operation type B (express). And the scheduled arrival and departure times of each vehicle are presented (see FIG. 8B).

In this case, it is assumed that the degree of congestion at the station ST12 on the route L1 exceeds a predetermined determination threshold. At this time, the guidance control unit 30 determines whether or not to present information related to congestion occurring at the station ST12 to the home signage 101c of the station ST1, based on the acquired starting vehicle and the operation type of the next vehicle. To do.
Here, as described above, the guidance control unit 30 indicates that the current vehicle operates with the operation type C (stop at each station) and that the next vehicle operates with the operation type B (express). I know. The guidance control unit 30 is configured so that the starting vehicle (the rail vehicle 20 operated by the operation type C) is a station based on the correspondence between the starting vehicle, the operation type for each next vehicle, and the scheduled arrival / departure station for each operation type. It is assumed that ST12 is scheduled to depart and arrive, and that the next vehicle (the railway vehicle 20 that operates with operation type B) does not plan to depart and arrive at station ST12.

  In the example of this embodiment, the guidance control unit 30 receives the fact that the operation type C railway vehicle 20 scheduled to arrive and depart at the congested station ST12 is shown in FIG. 8B. Thus, the guide information indicating that congestion is occurring at the station ST12 is presented to the home signage 101c of the station platform 10C1. In addition, the guidance control unit 30 receives guidance information that guides the use of the next vehicle to the home signage 101c in response to the fact that the operation type B railway vehicle 20 that does not stop at the station ST12 is the next vehicle. Let them present. Furthermore, the guidance control unit 30 receives and arrives at the video data P30 taken at a station (congested station ST12) where the operation type C railway vehicle 20 is scheduled to arrive and depart, and the operation type B railway vehicle 20 arrives and departs. Video data P31 photographed at the next scheduled station ST13 is output to the home signage 101c for presentation.

  As a result, the user β can grasp that the station ST12 is congested at the present time, and wait for the arrival of the next vehicle (operation type B railway vehicle 20) as an alternative means and use the station ST13. It is possible to prevent the station ST12 from being involved in the congestion. Further, the user β can grasp the current situation of the station ST12 and the station ST13 by video through the video data presented to the home signage 101c. In this way, it is possible to appeal strongly to the user β not to use the busy station ST12.

After the time elapses and the operation type C railway vehicle 20 departs, the guidance control unit 30 updates various information related to the preceding vehicle and the next vehicle, and the updated arrival and departure times and operation patterns of the railway vehicle 20 ( And other information).
In the example shown in FIG. 9A, the guidance control unit 30 is based on the diagram information D, information indicating that the starting vehicle is the operation type B (express), the next vehicle is the operation type A (rapid), and Then, the scheduled arrival and departure times of each vehicle are presented (see FIG. 9B).

In this case, it is assumed that the degree of congestion at the station ST12 on the route L1 continues to exceed the determination threshold. At this time, the guidance control unit 30 determines whether or not to present information related to congestion occurring at the station ST12 to the home signage 101c of the station ST1 based on the newly acquired starting vehicle and the operation type of the next vehicle. Determine again.
Here, as described above, the guidance control unit 30 grasps that the starting vehicle operates with the operation type B (express) and the next vehicle operates with the operation type A (rapid) at the current time. doing. The guidance control unit 30 determines the starting vehicle (the rail vehicle 20 that operates in the operation type B) and the next based on the correspondence between the starting vehicle, the operation type for each subsequent vehicle, and the scheduled departure / arrival station for each operation type. It is read that neither the departure vehicle (the railway vehicle 20 operating in the operation type A) is scheduled to depart from or arrive at the station ST12.

  In this example, the guidance control unit 30 receives that the operation type B and operation type A railway vehicles 20 that are not scheduled to depart and arrive at the congested station ST12 are the first vehicle and the next vehicle, respectively. As shown in FIG. 9B, the presentation of guidance information indicating that congestion is occurring at the station ST12 is canceled. In addition, the guidance control unit 30 assumes that the video data P30 captured at the next station ST13 scheduled for arrival and departure by the operation type B railway vehicle 20 that is the starting vehicle and the operation type A railway vehicle 20 are expected to arrive and depart. The video data P31 captured at the next station ST2 is output to the home signage 101c for presentation.

That is, the information regarding the congestion that is occurring at the station ST12 is not necessary information for the user who uses the previous vehicle and the next vehicle (that is, the railway vehicle 20 that does not plan to arrive at or depart from the station ST12). On the other hand, for the user who uses the previous vehicle and the next vehicle at the present time, information regarding the station ST13 and the station ST2 that the next vehicle and the next vehicle are scheduled to arrive and depart next is more useful. In this way, the guidance control unit 30 matches each operation type of the railway vehicle 20 (first vehicle, next vehicle) that is sequentially updated as time elapses, and each station building 10 that the rail vehicle 20 is scheduled to depart from and arrive at. Sequentially switch and present the congestion situation. Therefore, the guidance control unit 30 can always provide guidance information useful for the user to the home signage 101c, and can effectively guide the user.
In this case, the station platform 10C1 of the station building 10 (where the home signage 101c is installed) is a branch point for the user, and the user located at the branch point (home signage 101c) The station (by station ST12, station ST13, etc.) according to the operation type can be used when the railway vehicle 20 of a different operation type is used.

  As described above, the traffic facility usage management apparatus 1 detects the degree of congestion in a plurality of other station buildings 10 existing on one route that can be used from one station building 10, and the detected degree of congestion is predetermined. If the determination threshold is exceeded, guidance is provided so as not to get on the train-type railway vehicle 20 that is scheduled to depart and arrive at the station building 10 exceeding the determination threshold. Thereby, since the further inflow of a user to the station building 10 where congestion generate | occur | produced can be suppressed, congestion can be eliminated efficiently.

  As mentioned above, although the traffic facility utilization management apparatus 1 which concerns on 1st Embodiment was demonstrated in detail, the specific aspect of the traffic facility utilization management apparatus 1 which concerns on this embodiment is not limited to the above-mentioned thing. Various design changes can be made without departing from the scope of the invention.

  For example, the guidance control unit 30 according to the first embodiment performs the above-described “first operation”, “second operation”, and “third” through each of the off-site signage 101a, the on-site signage 101b, and the home signage 101c. It has been described as a mode having all the functions of "operation of". However, the guidance control unit 30 according to another embodiment has only one or two functions of the above-mentioned “first operation”, “second operation”, and “third operation”. An aspect may be sufficient.

Further, in the traffic facility usage management apparatus 1 according to the first embodiment, the guidance control unit 30 automatically regulates entrance / exit in the station premises using the ticket gate lane 102 which is one aspect of the guidance unit. (See “First Operation”). However, in another embodiment, the guide unit is not limited to the aspect of the ticket gate lane 102 described above.
For example, the guide unit according to another embodiment may be a movement assisting unit (for example, an escalator or a moving sidewalk) that assists the user in the station building 10. In this case, for example, when the congestion level of the station platform 10C1 exceeds the determination threshold, the guidance control unit 30 reverses the moving direction of the escalator that moves from the ticket gate area 10B to the station platform 10C1, You may control so that a user may not flow into station platform 10C1 any more.

In addition, the traffic facility usage management apparatus 1 according to the first embodiment directly uses the message display in the signage 101 and the control of the ticket gate lane 102 so that the user can use or not use the specific traffic facility. However, in other embodiments, the present invention is not limited to this mode.
For example, the traffic facility usage management apparatus 1 may simply display a live video (video data P (FIG. 4), etc.) that allows the signage 101 to grasp the congestion status of a specific traffic facility. In this way, through live video showing that congestion is occurring (or not) in this area, the user is implicitly (indirectly) urged to use or not use the transportation facility. It is also possible to guide the user.
In addition, the live video displayed on the signage 101 may include a congestion situation that can be directly detected by the user located at the branch point.

<Modification of First Embodiment>
The traffic facility usage management apparatus 1 according to the first embodiment described above is based on various degrees of congestion in the station building 10 detected through the detection sensor 103 (premises congestion degree detection unit 103a) installed in the station building 10. It demonstrated as a mode which guides a user by a method. However, the traffic facility usage management apparatus 1 according to another embodiment further detects the degree of congestion in the railway vehicle 20 and guides the user based on the degree of congestion in the railway vehicle 20.

FIG. 10 is a diagram illustrating a functional configuration of a traffic facility use management apparatus according to a modification of the first embodiment. The same functional configuration as that of the first embodiment is denoted by the same reference numeral, and the description thereof is omitted.
Hereinafter, the traffic facility usage management apparatus 1 according to this modification will be described in detail with reference to FIGS. 1 and 10.

  In the railway vehicle 20 according to this modification, an in-vehicle signage 201 and an in-vehicle congestion degree detection unit 202 (congestion degree detection unit) are respectively installed. The traffic facility usage management apparatus 1 includes an in-vehicle signage 201 installed in the railway vehicle 20, an in-vehicle congestion degree detection unit 202, and a communication unit 203.

The in-car signage 201 is an aspect of a guidance information presentation unit that presents guidance information to a user who is on the railway vehicle 20.
The in-vehicle congestion degree detection unit 202 is a detector that detects the number of users in the vehicle of the railway vehicle 20 and detects the degree of congestion in the vehicle. For example, the in-vehicle congestion degree detection unit 202 has a weight measuring device capable of detecting the total weight of a user who has boarded the vehicle, and calculates the congestion degree of the railway vehicle 20 based on the detection result of the total weight. . Further, in another embodiment, the in-vehicle congestion degree detection unit 202 is a carbon dioxide detection sensor that can detect the carbon dioxide concentration in the atmosphere in the vehicle, and the congestion in the railway vehicle 20 based on the detection result of the carbon dioxide concentration. The mode which estimates a degree may be sufficient.
The communication unit 203 is a communication interface with the guidance control unit 30, and outputs the congestion level calculated by the in-vehicle congestion level detection unit 202 to the guidance control unit 30. The communication unit 203 also receives an input of a control signal for controlling the in-vehicle signage 201 from the guidance control unit 30.
In the present embodiment, the communication between the communication unit 203 installed in the railway vehicle 20 and the guidance control unit 30 is either wired communication via a wired cable or wireless communication via a wireless communication module. An aspect may be sufficient.

In this modification, the guidance control unit 30 controls the guidance unit (signage 101 and the ticket gate lane 102) based on both the degree of congestion in the station building 10 and the degree of congestion in the railway vehicle 20 scheduled to arrive at and exit from the station building 10. To do.
For example, the guidance control unit 30 acquires the number of users (estimated number of visitors) existing on the station platform 10C1 of the station building 10 based on the congestion level detected by the local congestion level detection unit 103a. Similarly, the guidance control unit 30 exists in the railway vehicle 20 based on the congestion level acquired by the in-vehicle congestion level detection unit 202 installed in the starting vehicle (railway vehicle 20) scheduled to stop at the station platform 10C1. The number of users (estimated passengers) is acquired. And the guidance control part 30 is when the sum total of the estimated number of people of the station platform 10C1 and the estimated number of passengers of the starting vehicle (railway vehicle 20) scheduled to arrive at the station platform 10C1 exceeds a predetermined threshold value. Through the various guidance units, the user guides the station building 10 not to be used.

Here, even if the number of users staying in the station platform 10C1 is smaller than the number of people that can be accommodated in the station platform 10C1, the use of the starting vehicle is not possible because the railway vehicle 20 is crowded. It is assumed that more than a predetermined number of users remain in the station platform 10C1. In such a case, it is assumed that the number of users staying at the station platform 10C1 does not decrease sufficiently according to arrival and departure of the railway vehicle 20, and the congestion degree of the station building 10 rapidly increases due to further inflow of users. Is done.
As described above, the guidance control unit 30 according to the present modification stays at the station platform 10C1 by referring to both the congestion degree in the station building 10 and the congestion degree in the railway vehicle 20 scheduled to arrive at and depart from the station building 10. It is determined whether or not the number of users to be reduced decreases according to the arrival and departure of the railway vehicle 20, thereby predicting whether congestion will occur in the station building 10 in the near future. And the guidance control part 30 suppresses the situation where the congestion degree of the station building 10 increases rapidly by giving a user guidance (for example, a display prompting not to use the station building 10) based on the prediction result. can do.

  Furthermore, the determination threshold value according to the present modification is defined based on a user's getting-off rate at the station building 10 measured in advance (a ratio of users getting on the railcar 20 getting off at each station building 10). Also good. For example, even when the degree of congestion of the starting vehicle scheduled to arrive at or depart from the station platform 10C1 is high, if the majority of users are expected to get off at the station platform 10C1, a large number of users will be stationed there. The starting vehicle can be boarded from 10C1. Therefore, the guidance control unit 30 can appropriately limit the entrance to the station building 10 by setting the determination threshold value higher as the user's getting-off rate at the station platform 10C1 is higher.

  As described above, according to the traffic facility use management apparatus 1 according to the present modification, not only the congestion level in the station building 10 but also the congestion level in the railway vehicle 20 is taken into account, thereby accurately generating the congestion expected in the near future. The situation where the congestion degree of the station building 10 rapidly increases can be suppressed in advance.

FIG. 11 is a diagram illustrating an example of guidance information displayed on the signage by the guidance control unit according to the modification of the first embodiment.
In addition, the guidance control unit 30 according to the present modification uses the signage 101c for the home of the station platform 10C1 to be scheduled for arrival and departure of the preceding vehicle and the next vehicle based on the current congestion level of the preceding vehicle and the next vehicle. You may show the congestion condition in the said starting vehicle and a next vehicle.
Specifically, as illustrated in FIG. 11, the guidance control unit 30 acquires the degree of congestion in the starting vehicle and the next vehicle that arrives and departs at the station home 10C1, and the home of the station home 10C1 according to the degree of congestion. The vehicle signage 101c is presented with vehicle congestion information P32 indicating the congestion status of each rail vehicle 20 such as “vacant”, “crowded”, “very crowded”, and the like. Thereby, the user staying at the station platform 10C1 can grasp in advance the state of congestion of the starting railcar 20 and the subsequent railcar 20. In this way, depending on the user, it is determined to use the non-congested (later) railway vehicle 20, so the congestion of the plurality of railway vehicles 20 is made uniform, and the congestion in the railway vehicle 20 is reduced. Occurrence can be suppressed.

In addition, the guidance control unit 30 according to this modification may present guidance information based on the degree of congestion at the station building 10 that is scheduled to arrive and depart to the in-car signage 201. For example, in the example shown in FIG. 5, the guidance control unit 30 is directed to a user who travels on the line L2 and is on the railway vehicle 20 before arriving at the station ST1 through the in-vehicle signage 201. It may be shown that congestion is occurring at station ST3. By doing in this way, the user boarding the said rail vehicle 20 can recognize beforehand that the station ST3 is crowded. In this case, for example, the user who gets on the vehicle can get off at the station ST1 scheduled to stop and change to the railway vehicle 20 traveling on a different route, thereby avoiding the congestion occurring at the station ST3. Can do. Moreover, in this case, the guidance control unit 30 may cause the in-vehicle signage 201 to present photographing data photographed at the station ST3 that is the destination of operation.
As described above, the guidance control unit 30 according to the present modification can further suppress the inflow of the user to the station ST3 that is congested, so that the congestion can be more efficiently eliminated.

<Second Embodiment>
Hereinafter, a transportation system according to a second embodiment will be described with reference to the drawings.
FIG. 12 is a diagram illustrating a functional configuration of the traffic facility use management device according to the second embodiment. The same functional configuration as that of the first embodiment is denoted by the same reference numeral, and the description thereof is omitted.
The traffic facility use management apparatus 1 according to the second embodiment further includes a notification unit 31.
The notification unit 31 notifies the other transportation system different from the railway transportation system configured by the station building 10 and the railway vehicle 20 (FIG. 1) that the degree of congestion in one station building 10 exceeds a predetermined determination threshold. To do.
In addition, the guidance control unit 30 according to the present embodiment grasps the notification destination of the notification unit 31 and guides the user to encourage the use of the traffic equipment that constitutes another transportation system that is the notification destination. Control unit (signage 101).

  Here, the other transportation system is a transportation system different from the railway transportation system including the station building 10 and the railway vehicle 20 (see FIG. 1), and has transportation facilities that can be used from the vicinity of the station building 10. It is a transportation system. The other transport system is, for example, a taxi transport system operated by a taxi company or a bus transport system operated by a bus company. In this case, the transportation facilities are the taxi transportation system, the taxi stand, the bus stop, the taxi vehicle, and the bus vehicle that constitute the bus transportation system.

FIG. 13 is a diagram illustrating the function of the notification unit according to the second embodiment.
The notification unit 31 is information specified in advance, and has a notification destination table E as shown in FIG. In the notification destination table E, a plurality of station buildings 10 (stations ST1, ST2,...) Constituting the railway transportation system are associated with contact points of other transportation systems (taxi companies, bus companies). .
Here, the notification unit 31 identifies whether congestion occurs for each station building 10 through the communication units 105 of the plurality of station buildings 10. For example, when the degree of congestion at the station ST1 exceeds a predetermined determination threshold, the notification unit 31 detects that the station ST1 is congested, refers to the notification destination table E, and immediately notifies the station ST1. The destination (A taxi company) is notified that congestion is occurring at station ST1. The taxi company A that is notified that congestion is occurring at the station ST1 instructs a plurality of taxi drivers to wait at the station ST1. By doing in this way, an alternative transportation service can be provided to a user who cannot use the station ST1 due to congestion of the station ST1.

  In response to the notification unit 31 notifying the A taxi company of the congestion information, the guidance control unit 30 causes the off-site signage 101a to present guidance information for encouraging the use of the taxi. In this way, the user can be notified that a taxi can be used as an alternative means of transportation. At least some of the users who have recognized the guidance information try to use a taxi from a taxi stand installed in the vicinity of the station ST1. At this time, since the number of standby units is temporarily increased according to an instruction from the taxi company A, the user can use the taxi with less waiting time and without stress.

As described above, according to the traffic facility use management apparatus 1 according to the second embodiment, the notification unit 31 indicates that congestion is occurring in one station building 10 to other transportation systems such as a taxi company and a bus company. At the same time, the guidance control unit 30 informs the user that taxis and buses are available as alternative means. In this way, taxi companies, bus companies, etc. can grasp the places where users can be expected to acquire, and more efficiently by increasing the number of units waiting around the congested station Can be acquired.
Further, the guidance by the guidance control unit 30 allows the user to recognize that another alternative transportation system is available. Therefore, further inflow into the station building 10 can be suppressed by allowing the user to actively use the alternative transportation system (taxi, bus, etc.).

Note that the traffic facility usage management apparatus 1 according to the second embodiment described above further includes a notification destination table generation unit that updates and registers the notification destination table E (FIG. 13) based on information received from another transportation system. You may have.
Specifically, the notification destination table generation unit, for example, through an entry page provided on the Web, information indicating stations (stations ST1, ST2,...) That other transport systems can handle, Input of information (e-mail address, telephone number, SNS individual information, etc.) used for notification to the transportation system is accepted. The notification destination table generation unit appropriately updates and registers the notification destination table E based on the various information sequentially received from other transport systems through the entry page.
In this case, the notification unit 31 notifies that a specific station is congested based on information (such as an email address) registered as a notification destination.
By doing in this way, other transportation systems do not require a new capital investment, and can acquire information indicating the congestion status by an extremely simple procedure. Accordingly, it is possible to promote the active entry of other transport systems, and effectively promote the elimination of congestion due to cooperation with other transport systems.

As mentioned above, although the traffic facility utilization management apparatus 1 which concerns on 1st, 2nd embodiment was demonstrated in detail, the specific aspect of the traffic facility utilization management apparatus 1 which concerns on each embodiment is limited to the above-mentioned thing. However, various design changes and the like can be made without departing from the scope of the invention.
For example, although the transportation system according to the first and second embodiments has been described as a railway transportation system including the station building 10 and the railway vehicle 20, the transportation facility use management device 1 is other than the railway transportation system. It can also be applied to other transportation systems. For example, the traffic facility use management apparatus 1 can be applied to a bus transportation system. In this case, the moving body and the boarding / alighting facilities, which are traffic facilities constituting the bus transport system, are a bus vehicle and a bus stop, respectively.

  Further, in the traffic facility usage management apparatus 1 according to the first and second embodiments, the guidance control unit 30 installed in the central management facility or the like is installed in a plurality of station buildings 10 (or railcars 20). Although it has been described that the degree of congestion in each station building 10 (railway vehicle 20) is acquired by communicating with all of the sections and the like, in other embodiments, the present invention is not limited to this aspect. For example, a plurality of the guidance control units 30 may be distributed in each of the station buildings 10 and the plurality of guidance control units 30 may communicate with each other.

  Moreover, the guidance control part 30 which concerns on other embodiment passes the video data which image | photographed each place of the said station building 10 to the various signage 101 (in-vehicle signage 201) through the imaging | photography part 104 installed in the various places of the station building 10. It was explained as a presentation. Here, in order to protect privacy, the guidance control unit 30 according to another embodiment performs face image processing on video data presented to the signage 101 (in-car signage 201), and identifies an individual reflected in the video data. It may not be possible. Specifically, the guidance control unit 30 uses a general face image identification function to specify a portion where a face is photographed, and performs blurring processing or the like on the portion and causes the signage 101 to present the portion.

Further, in each of the above-described embodiments, a program for realizing the function of the guidance control unit 30 in the traffic facility usage management apparatus 1 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is recorded. Each procedure is performed by being read and executed by a computer system. Here, the process of the above-described guidance control unit 30 is stored in a computer-readable recording medium in the form of a program, and the above-described various processes are performed by the computer reading and executing the program. Here, the computer-readable recording medium refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, and the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.
Further, each functional configuration of the guidance control unit 30 may be provided over a plurality of devices connected via a network.

  As mentioned above, although some embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the invention described in the claims and equivalents thereof, as long as they are included in the scope and gist of the invention.

1 Traffic facilities use management device 10 Station building (facility for getting on and off)
10A Area outside ticket gate 10B Area inside ticket gate 10C1, 10C2 Station platform 101 Signage (guidance information presentation part)
101a Off-site signage (guidance information presentation part)
101b On-site signage (guidance information presentation part)
101c Home signage (guidance information presentation part)
102 Ticket gate lane 103 Detection sensor 103a Congestion level detection unit (congestion level detection unit)
104 Photographing unit 105 Communication unit 20 Railway vehicle (moving body)
201 Car signage (guidance information presentation part)
202 In-car congestion detection unit (congestion detection unit)
203 Communication unit 30 Guidance control unit 31 Notification unit

Claims (11)

A traffic facility usage management device that manages the use of a plurality of traffic facilities that are at least one of a mobile unit and a facility for getting on and off the mobile unit,
A congestion degree detection unit for detecting a degree of congestion indicating a congestion situation in the plurality of traffic facilities;
At a branching point where two or more different transportation facilities can be used, a guide unit that guides a user to use a specific transportation facility among the transportation facilities or not to use a specific transportation facility;
A guidance control unit that controls the guide unit based on a congestion situation that cannot be perceived by the user located at the branch point among the congestion situation in each of the two or more traffic facilities that can be used at the branch point; ,
A traffic facility use management device comprising: The guidance control unit
The traffic facility usage management apparatus according to claim 1, wherein when the congestion degree of one traffic facility exceeds a predetermined determination threshold, the user is controlled so that the user does not use the traffic facility. The guidance control unit
The said guide part is controlled based on both the congestion degree in the said boarding / alighting facility, and the congestion degree in the said mobile body scheduled to arrive / depart to the said boarding / alighting facility. Traffic facility usage management device. The guidance control unit
4. The guide unit is controlled based on a degree of congestion in another boarding facility that each of two or more different moving bodies starting from the one boarding facility plans to arrive and depart. 5. The traffic facility use management device according to one item. The guidance control unit
The traffic facility usage management apparatus according to claim 4, wherein the detection target of the congestion level used for control of the guide unit is changed based on diagram information in which a schedule for arrival and departure of the moving body in the boarding facility is defined. A notification unit for notifying another transportation system different from the transportation system configured by the plurality of transportation facilities that the congestion degree of the one transportation facility exceeds a predetermined determination threshold;
The guidance control unit
The traffic facility use management apparatus according to any one of claims 1 to 5, wherein the guide unit is controlled so as to prompt the user to use the traffic facility that constitutes the other transportation system. The guide part is
A guidance information presentation unit for presenting guidance information to the user;
The guidance control unit
The guidance information presenting unit is caused to present guidance information indicating that a specific traffic facility is used or a specific traffic facility is not used, based on a congestion situation that cannot be perceived by a user located at the branch point. The traffic facility use management apparatus according to any one of claims 1 to 6. The guidance control unit further includes:
The traffic facility usage management apparatus according to claim 7, wherein the guidance information presenting unit is configured to present an image captured through a photographing unit installed in each of the plurality of traffic facilities. The guide part is
A plurality of ticket gate lanes capable of restricting entry and exit between predetermined areas in the user's boarding / exiting facilities;
The guidance control unit
9. The ratio between the number of ticket lanes that allow only entry and the number of ticket lanes that allow only exit is increased or decreased according to the degree of congestion in one of the facilities for getting on and off. The traffic facility use management device according to any one of the above. The traffic facility use management device according to any one of claims 1 to 9,
The transportation equipment;
Transportation system comprising. A traffic facility usage management method for managing the use of a plurality of traffic facilities that are at least one of a mobile body and a facility for getting on and off the mobile body,
Detecting a degree of congestion indicating a congestion situation in a plurality of the traffic facilities;
At a branching point where two or more different transportation facilities can be used, a guide unit that guides a user to use a specific transportation facility or not to use a specific transportation facility among the transportation facilities, Controlling the guide unit based on a congestion situation that cannot be perceived by the user located at the branch point among the congestion situation in each of the two or more traffic facilities that can be used at the branch point; and
A traffic facility usage management method.

Images