JP2019171887A - Passenger weight uniformization support device and support method for the same - Google Patents

Abstract

To provide a method for uniformizing a passengers weight per vehicle after getting on, as a result of changing a distribution of passengers waiting for getting on.SOLUTION: A passenger weight uniformization support device comprises: a vehicle passenger weight storage part which stores, as vehicle passenger weight values, per vehicle total weight values of passengers who get on connected vehicles formed by plural connected vehicles; an inverse distribution calculating part which reads out the vehicle passenger weight values per vehicle from the vehicle passenger weight storage part and calculates an inverse distribution of the distribution presented by the read out vehicle passenger weight values per vehicle; and an output part which outputs the inverse distribution calculated by the inverse distribution calculating part as a distribution of passengers who are made to wait in getting on and off spaces per vehicle in a stopping station where the connected vehicles are to stop next.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a passenger weight equalization support device and a passenger weight equalization support method.

  Using the timetable, train operation plan, and the actual boarding / exiting results of each train at each station, calculate the degree of passenger replacement at the station, and calculate the degree of train congestion based on the calculated information on the degree of replacement. A technique for prediction has been studied (see, for example, Patent Document 1). By using such a technique to provide passengers with the predicted degree of congestion, it is possible to eliminate congestion in the train and improve passenger convenience and comfort.

  On the other hand, from the viewpoint of durability and electric power consumption of the train, it is required to make the weight of each vehicle of the train uniform and maximize the loading efficiency. For example, even when the train is almost full, when the weight of each vehicle is measured, the weight may not be uniform. It is known that if the weight of the vehicle is not uniform, the energy efficiency is lowered, for example, the wear of wheels and the deterioration of the vehicle body progress in a specific vehicle, and the power consumption of the entire train increases.

JP2015-009604A

  However, in the conventional technique shown in Patent Document 1 and the like, the purpose is to eliminate the congestion of trains. When passengers are biased in a certain vehicle, the distribution of passengers is reduced so as to eliminate the bias. There is a problem that cannot be changed.

  The present invention has been made to solve the above-mentioned problems, and its purpose is to change the distribution of passengers waiting to get on a passenger to make the weight of passengers uniform for each vehicle after getting on. An object of the present invention is to provide a weight equalization support device and a passenger weight equalization support method.

  In order to solve the above problem, one aspect of the present invention is a vehicle that stores, for each vehicle, a total weight value for each vehicle of a passenger who rides on a connected vehicle in which a plurality of vehicles are connected as a vehicle passenger weight value. A passenger weight storage unit, a reverse distribution calculation unit that reads out the vehicle passenger weight value for each vehicle from the vehicle passenger weight storage unit, calculates an inverse distribution of the distribution indicated by the read vehicle passenger weight value, and the inverse An output unit that outputs the inverse distribution calculated by the distribution calculation unit as a distribution of the passengers that waits in a boarding space for each vehicle at a stop station where the connected vehicle stops next. This is a weight equalization support device.

  In addition, according to one aspect of the present invention, in the above-described invention, a boarding / exiting space that stores a total weight value of the passengers waiting in each of the boarding / exiting spaces of the stop station as a boarding / exiting space passenger weight value for each boarding / exiting space. A passenger weight storage unit is provided, and the inverse distribution calculation unit adds the vehicle passenger weight value for each vehicle of the coupled vehicle and the boarding / alighting space passenger weight value of the boarding / alighting space for each vehicle at the stop station. Then, the planned average vehicle passenger weight value is calculated by dividing the added value by the number of vehicles of the connected vehicles, and each of the vehicle passenger weight values for each vehicle is subtracted from the calculated scheduled average vehicle passenger weight value. A distribution in which a plurality of subtraction values obtained in this manner are arranged for each vehicle may be the inverse distribution.

  One aspect of the present invention is the invention described above, wherein the inverse distribution calculation unit is obtained by subtracting each of the vehicle passenger weight values for each vehicle from a maximum value of the vehicle passenger weight value. A distribution in which a plurality of values obtained by adding a fixed value arbitrarily determined to each of a plurality of subtraction values is arranged for each vehicle and expressed as a ratio may be the inverse distribution.

  Further, according to one aspect of the present invention, in the invention described in the above, the vehicle passenger weight storage unit calculates a total weight value for each of the vehicles of the passengers on the vehicles of the connected vehicles. The vehicle passenger weight value is sequentially stored according to the travel of the connected vehicle, and the inverse distribution calculation unit calculates the inverse distribution based on the vehicle passenger weight value that the vehicle passenger weight storage unit has most recently stored. You may make it do.

  Further, according to one aspect of the present invention, in the above-described invention, the inverse distribution calculation unit sets the inverse distribution to be calculated based on the vehicle passenger weight value for each vehicle of the connected vehicle that has already traveled. A vehicle passenger weight prediction unit that calculates a predicted value of a vehicle passenger weight for each vehicle of a plurality of trains, wherein the inverse distribution calculation unit calculates the vehicle passenger weight for each vehicle calculated by the vehicle passenger weight prediction unit; The inverse distribution may be calculated based on the predicted value.

  Further, according to one aspect of the present invention, in the above-described invention, an unloading passenger weight is stored for each of the vehicles corresponding to the getting-on / off space, with the total weight value of the passengers getting off at the getting-on / off space being a getting-off passenger weight value. Based on the storage passenger weight value for each vehicle stored in the storage unit and the unloading passenger weight storage unit, a predicted value of the unloading passenger weight for each vehicle when the connected vehicle arrives at the stop station is calculated. A weight distribution passenger weight prediction unit, and the inverse distribution calculation unit is based on the vehicle passenger weight value and the predicted value of the disembarkation passenger weight for each vehicle calculated by the disembarkation passenger weight prediction unit, The inverse distribution may be calculated.

  Further, according to one aspect of the present invention, in the above-described invention, the connected vehicle travels on a predetermined operation route according to a predetermined timetable, and the getting-off passenger weight prediction unit includes the reverse distribution. The calculation unit travels the same connected route as the target connected vehicle that is the target of the calculation of the reverse distribution, or the same connected route as the target connected vehicle according to the same timetable. The unloading passenger weight for each vehicle corresponding to the connected vehicle that was traveling on the same day of the week as the connected vehicle or the target connected vehicle according to the same timetable Based on the value, a predicted value of the alighted passenger weight may be calculated.

  Moreover, one aspect of the present invention includes an abnormality information storage unit that stores information when an abnormality occurs in the invention described above, and the getting-off passenger weight prediction unit stores information stored in the abnormality information storage unit. If the abnormality is not occurring in the connected vehicle that is the target of calculation of the inverse distribution by the inverse distribution calculation unit, the getting-off passenger weight based on the getting-off passenger weight when no abnormality has occurred When an abnormality has occurred in the connected vehicle that is the target of the inverse distribution calculation by the inverse distribution calculation unit, based on the weight of the passenger getting off when the abnormality has occurred You may make it calculate the predicted value of a passenger weight getting off.

  According to another aspect of the present invention, in the above-described invention, the imaging device provided for each vehicle receives image information generated by photographing the inside of the vehicle, and the vehicle is based on the received image information. A passenger weight estimation unit may be provided that calculates a total weight value of passengers for each vehicle and writes the calculated total weight value of passengers for each vehicle in the vehicle passenger weight storage unit as the vehicle passenger weight value.

  In addition, according to one aspect of the present invention, a total weight value for each vehicle of a passenger who rides on a connected vehicle in which a plurality of vehicles are connected is stored as a vehicle passenger weight value in a vehicle passenger weight storage unit for each vehicle. The vehicle passenger weight value for each vehicle is read from the vehicle passenger weight storage unit, the inverse distribution of the distribution indicated by the read vehicle passenger weight value is calculated, and the calculated inverse distribution is It is a passenger weight equalization support method characterized by outputting as a distribution of the passengers waiting in the boarding / alighting space for each vehicle at a stop station where the vehicle stops.

  According to this invention, it becomes possible to equalize the weight of passengers for each vehicle after boarding by changing the distribution of passengers waiting to get on.

It is a block diagram which shows the structure of the passenger weight equalization system containing the passenger weight equalization assistance apparatus of 1st Embodiment. It is a block diagram which shows the structure of the train with which the passenger weight equalization system containing the passenger weight equalization assistance apparatus of the embodiment is provided. It is a block diagram which shows the structure of the station with which the passenger weight equalization system containing the passenger weight equalization assistance apparatus of the embodiment is provided. It is a block diagram which shows the internal structure of the passenger weight equalization assistance apparatus of the embodiment. It is a figure which shows the data structure of the vehicle passenger weight memory | storage part of the embodiment. It is a figure which shows the data structure of the boarding / alighting space passenger weight memory | storage part of the embodiment. It is a flowchart which shows the flow of the process by the passenger weight equalization assistance apparatus of the embodiment. It is a figure (the 1) which shows the image information which the output part of the embodiment produces | generates. It is a figure which shows an example of distribution of the vehicle passenger weight value of the embodiment. It is a figure (the 2) which shows the image information which the output part of the embodiment produces | generates. It is a block diagram which shows the internal structure of the passenger weight equalization assistance apparatus of 2nd Embodiment. It is a flowchart which shows the flow of the process by the passenger weight equalization assistance apparatus of the embodiment. It is a figure which shows the image information which the output part of the embodiment produces | generates. It is a block diagram which shows the internal structure of the passenger weight equalization assistance apparatus of 3rd Embodiment. It is a figure which shows the data structure of the passenger weight log | history memory | storage part of the embodiment. It is a figure which shows the calculation method of the alighting passenger weight value of the alighting passenger weight calculation part of the embodiment. It is a figure which shows the data structure of the alighting passenger weight memory | storage part of the embodiment. It is a flowchart which shows the flow of the process by the passenger weight equalization assistance apparatus of the embodiment. It is a figure (the 1) which shows the image information which the output part of the embodiment produces | generates. It is a figure which shows an example of distribution of the vehicle passenger weight value after the passenger alighting of the embodiment. It is a figure (the 2) which shows the image information which the output part of the embodiment produces | generates. It is a block diagram which shows the other structural example of the passenger weight equalization assistance apparatus of the embodiment. It is a figure which shows the data structure of the abnormality information storage part of the other structural example of the passenger weight equalization assistance apparatus of the embodiment. It is a block diagram which shows the internal structure of the passenger weight equalization assistance apparatus of 4th Embodiment. It is a flowchart which shows the flow of the process by the passenger weight equalization assistance apparatus of the embodiment. It is a block diagram which shows the other structural example of the passenger weight equalization assistance apparatus of each said embodiment. It is a block diagram which shows the structure of the train applied to the other structural example of the passenger weight equalization assistance apparatus of said embodiment. It is a block diagram which shows the structure of the station applied to the other structural example of the passenger weight equalization assistance apparatus of said embodiment.

(First embodiment)
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a passenger weight equalization support system S including a passenger weight equalization support device 1 according to the first embodiment. The passenger weight equalization support system S includes a passenger weight equalization support device 1, a railroad train 3 that runs along a track, stations 5A, 5B, 5C, ... where the train 3 stops, and a communication network 7. Prepare.

  Stations 5A, 5B, 5C,... Are assigned station names “A station”, “B station”, “C station”,... In the following description. “5B”, “5C”,... Are used, and information indicating the station names of “A station”, “B station”, “C station”,.

  In FIG. 1, it is assumed that the direction from B station to A station is the up direction, and the direction from B station to C station is the down direction. It is assumed that the train 3 shown in FIG. 1 is traveling in the downward direction, that is, the direction toward the B station. In addition, the train 3 travels on a route that is predetermined for each train 3 according to the time indicated in the timetable that is predetermined for each train 3.

(Composition of train)
FIG. 2 is a block diagram showing the configuration of the train 3. The train 3 is, for example, a connected vehicle in which three vehicles 30-1, 30-2, 30-3 are connected, and each of the vehicles 30-1, 30-2, 30-3 is a weight sensor 31-1. , 31-2, 31-3. The weight sensors 31-1, 31-2, 31-3 have storage areas inside, and vehicle identification information for identifying the vehicles 30-1, 30-2, 30-3 in which the weight sensors 31-1, 31-2, 31-3 are installed in advance. Remember. For example, when vehicle numbers “No. 1”, “No. 2”, and “No. 3” are assigned to the vehicles 30-1, 30-2, and 30-2 as vehicle identification information, The storage area stores the vehicle number in advance.

  Further, the weight sensors 31-1, 31-2, 31-3 are connected to leaf springs embedded in the floors of the vehicles 30-1, 30-2, 30-3, and above the leaf springs. The total weight value of the passengers on the vehicle, that is, the total weight value of the passengers on each of the vehicles 30-1, 30-2, 30-3 is measured and output as the vehicle passenger weight value. Further, the weight sensors 31-1, 31-2, 31-3 add and output the vehicle identification information stored in the respective internal storage areas when outputting the vehicle passenger weight value.

  The vehicle 30-1 further includes a timing device 33, a position detection device 34, and an information transmission device 35. The time measuring device 33 is connected to the information transmitting device 35 and is, for example, a clock with a calendar function. Upon receiving a request, the time measuring device 33 obtains time stamp information including the year, month, day, and time at the time of receiving the request. Output.

  The position detection device 34 is connected to the information transmission device 35 and includes, for example, map information including information on a route on which the train 3 travels and GPS (Global Positioning System). When receiving the request, the position detection device 34 is a station where the train 3 is stopped or a station where the train 3 is traveling based on the position information indicating the position at the time of receiving the request and the map information. The point information indicating any of the sections between the station and the station is output. For example, when the train 3 stops at the B station or exists near the B station, the point information of “B station” is output and exists between the A station and the B station. In this case, the point information “A-B” is output.

  The information transmission device 35 is connected to the weight sensors 31-1, 31-2, 31-3, and vehicle identification information measured and output by each of the weight sensors 31-1, 31-2, 31-3 is provided. Collect information on added vehicle passenger weight values. Moreover, the information transmission device 35 includes a storage area inside, and the internal storage area stores the train information of the train 3 in advance.

  Here, the train information is information including a train name, direction information indicating whether it is an upward direction or a downward direction, and a departure time, and a route that specifies a station through which the train name is specified. Is identified. By adding a direction to this, the traveling direction in the route is specified, and the operation route is determined. In addition, the departure time is the time at which the departure station departs on a predetermined operation route in a predetermined timetable for each train 3. As an example, the train name “α” is assigned to the train 3 shown in FIG. 1, and the storage area inside the information transmission device 35 includes the train name “α”, the direction “downward”, and the departure time “ It is assumed that the information “10:00:00” is stored in advance.

  Further, the information transmission device 35 includes a timer inside, and vehicle identification information collected from the weight sensors 31-1, 31-2, 32-3 is added at a certain period, for example, every minute. Vehicle passenger weight information including vehicle passenger weight value, time stamp information acquired by requesting the timing device 33, point information acquired by requesting the position detection device 34, and train information stored in the internal storage area Is generated. The information transmission device 35 is wirelessly connected to the communication network 7 and transmits the generated vehicle passenger weight information to the passenger weight equalization support device 1.

(Station structure)
FIG. 3 is a diagram for explaining the configuration of the stations 5A, 5B, 5C,... FIG. 3 shows the configuration of the station 5B, that is, the B station as an example. The B station includes a platform 50B, weight sensors 52B-1U, 52B-2U, 52B-3U, an information transmitting / receiving device 53B, a timing device 54B, and a display device 55B.

  On platform 50B, passenger entry / exit spaces 51B-1D, 51B-2D, and 51B-3D corresponding to the positions of the entrances and exits of vehicles 30-1, 30-2, and 30-3 when the downward train 3 stops Is predetermined.

  The weight sensors 52B-1D, 52B-2D, and 52B-3D are connected to the leaf springs embedded in the boarding spaces 51B-1D, 51B-2D, and 51B-3D, and are placed on the leaf springs. The total weight value of the passenger is measured and output as a passenger weight value for the boarding / exiting space. In addition, the weight sensors 52B-1D, 52B-2D, and 52B-3D have storage areas therein, and boarding / exiting space identification information that identifies the boarding / exiting spaces 51B-1D, 51B-2D, and 51B-3D to which each is connected. Is stored in advance.

  For example, the downward train 3 stops in the boarding spaces 51B-1D, 51B-2D, 51B-3D. That is, the vehicle 30-1 to which the vehicle number “No. 1” of the train 3 is assigned is stopped in the boarding space 51B-1D, and the vehicle number “No. 2” is assigned to the entry / exit space 51B-2D. The vehicle 30-2 stops, and the vehicle 30-3 to which the vehicle number “No. 3” is assigned stops in the entry / exit space 51B-3D.

  Therefore, for example, “downward direction: No. 1 car”, “downward direction: No. 2 car”, “downward direction” in which direction information is added to the vehicle identification information in each of the entry / exit spaces 51B-1D, 51B-2D, 51B-3D. : No. 3 car "getting on and off space identification information is given in advance. The storage area inside each of the weight sensors 52B-1D, 52B-2D, 52B-3D stores the boarding / alighting space identification information number in advance. When the weight sensors 52B-1D, 52B-2D, and 52B-3D output the passenger space values for the passengers, the passengers add and output the passenger space identification information stored in the respective storage areas.

  The time measuring device 54B is connected to the information transmitting / receiving device 53B. For example, the time measuring device 54B is a timepiece with a calendar function. Output. The display device 55B is, for example, a liquid crystal display, and is disposed at a position where a passenger waiting on the platform 50B can see the screen. The display device 55B is connected to the information transmitting / receiving device 53B and displays image information output from the information transmitting / receiving device 53B.

  The information transmission / reception device 53B is connected to the weight sensors 52B-1D, 52B-2D, 52B-3D, and the boarding space identification information measured and output by each of the weight sensors 52B-1D, 52B-2D, 52B-3D. Collect the passenger weight value of boarding / exiting space to which is added. Further, the information transmitting / receiving device 53B includes a storage area therein, and the internal storage area stores in advance information on the name of the station where the information transmitting / receiving device 53B is installed, for example, information on “B station”.

  In addition, the information transmitting / receiving device 53B includes a timer therein, and boarding / exiting space identification information collected from the weight sensors 52B-1D, 52B-2D, 52B-3D is added at a constant period, for example, every minute. The boarding / alighting space passenger weight information including the boarding / alighting space passenger weight value, the time stamp information obtained by requesting the timing device 54B, and the station name information stored in the internal storage area is generated.

  The information transmitting / receiving device 53B is wirelessly connected to the communication network 7 and transmits the generated boarding / exiting space passenger weight information to the passenger weight equalization support device 1. Further, the information transmitting / receiving device 53B receives image information from the information transmitting / receiving device 53B via the communication network 7, and outputs the received image information to the display device 55B.

  In FIG. 3, only boarding spaces 51B-1D, 51B-2D, and 51B-3D corresponding to the downward train 3 are shown, but the passengers waiting for the upward train 3 and the downward train 3 are shown. In order to divide and measure the weight of passengers waiting for the vehicle, the platform 50B is also provided with an up / down entry space. When representing the boarding / alighting space where the upward train 3 not shown in FIG. 3 stops, it is assumed to be shown as boarding / alighting spaces 51B-1U, 51B-2U, 51B-3U.

  The weight sensors 52B-1U, 52B- having the same configuration as the weight sensors 52B-1D, 52B-2D, 52B-3D in the down direction are also provided in the up / down spaces 51B-1U, 51B-2U, 51B-3U. 2U and 52B-3U are connected.

  Each of the weight sensors 52B-1U, 52B-2U, 52B-3U measures the boarding / alighting space passenger weight value of the boarding / alighting spaces 51B-1U, 51B-2U, 51B-3U. In addition, the storage areas inside the weight sensors 52B-1U, 52B-2U, 52B-3U have “upward direction: first car”, “upward direction: second car”, “upward direction: 3” as boarding space identification information. Car No. "is stored in advance. In addition, each of the weight sensors 52B-1U, 52B-2U, and 52B-3U adds the boarding / alighting space identification information stored in the internal storage area to the boarding / alighting space passenger weight value when outputting the boarding / alighting space passenger weight value. To the information transmitting / receiving device 53B.

  In addition, other stations such as A station and C station other than B station shown in FIG. 1 have the same configuration as B station. In the following description, for example, it corresponds to information transmitting / receiving device 53B of B station. When the information transmitting / receiving device at station A is shown, the English character “B” included in the code is replaced with the corresponding English character “A” and is indicated as the information transmitting / receiving device 53A.

(Configuration of passenger weight equalization support device)
FIG. 4 is a block diagram illustrating a configuration of the passenger weight equalization support device 1. The passenger weight equalization support device 1 includes a transmission / reception unit 10, an information acquisition unit 11, a vehicle passenger weight storage unit 12, a passenger space passenger weight storage unit 13, an inverse distribution calculation unit 14, and an output unit 15.

  The transmission / reception unit 10 is connected to the communication network 7 by wire or wirelessly, and receives vehicle passenger weight information transmitted by the information transmission device 35 of the train 3 via the communication network 7. Moreover, the transmission / reception part 10 receives boarding / alighting space passenger weight information via the communication network 7 from the information transmission / reception apparatuses 53A, 53B, 53C,. Further, the transmission / reception unit 10 transmits image information to the information transmission / reception devices 53A, 53B, 53C,... Via the communication network 7.

  The information acquisition unit 11 captures the vehicle passenger weight information that the transmission / reception unit 10 sequentially receives from the information transmission device 35 of the train 3 and writes the captured vehicle passenger weight information in the vehicle passenger weight storage unit 12 for storage. Moreover, the information acquisition part 11 takes in the boarding / alighting space passenger weight information which the transmission / reception part 10 receives sequentially from the information transmission / reception devices 53A, 53B, 53C,. Write and store.

  Moreover, when the information acquisition part 11 takes in new vehicle passenger weight information and writes it in the vehicle passenger weight memory | storage part 12, the information acquisition notification containing the information of the train name of the train information contained in the said vehicle passenger weight information is given. The result is output to the inverse distribution calculator 14.

  The inverse distribution calculation unit 14 is based on the latest information of the vehicle passenger weight value sequentially stored by the vehicle passenger weight storage unit 12 and the latest information of the boarding / alighting space passenger weight value sequentially stored by the boarding / alighting space passenger weight storage unit 13. Thus, the inverse distribution of the vehicle passenger weight value is calculated in consideration of the passenger space value of the boarding / alighting space at the stations 5A, 5B, 5C,.

  Based on the inverse distribution of the vehicle passenger weight value calculated by the inverse distribution calculation unit 14, the output unit 15 displays image information indicating the distribution of passengers waiting at the station 5A, 5B, 5C,. Generate. Further, the output unit 15 transmits the generated image information to the information transmitting / receiving devices 53A, 53B, 53B of the stations 5A, 5B, 5C,... Through the transmitting / receiving unit 10 and displays the image information on the display devices 55A, 55B, 55C. Let

(Data structure of vehicle passenger weight storage)
The vehicle passenger weight storage unit 12 has the data structure shown in FIG. 5 and includes items of “train name”, “departure time”, “direction”, “point”, “time stamp”, and “vehicle passenger weight”. Have. The item “vehicle passenger weight” is further divided into sub-items of vehicle identification information of “No. 1 car”, “No. 2 car”, “No. 3 car”,. The vehicle passenger weight storage unit 12 has a table having a data configuration shown in FIG. 5 for each train name, and FIG. 5 is a table in which the train name is “α”.

  The information acquisition unit 11 writes vehicle passenger weight information to the vehicle passenger weight storage unit 12 in the following procedure. The information acquisition unit 11 refers to the contents of the train information included in the captured vehicle passenger weight information, that is, the train name information, the departure time information, and the direction information.

  The information acquisition unit 11 detects the table of the corresponding vehicle passenger weight storage unit 12 based on the referenced train name information, and generates a new record in the first row of the detected table. The information acquisition unit 11 writes the information included in the referenced train information in the “train name”, “departure time”, and “direction” items of the generated new record, and the vehicle passenger in the “time stamp” item. Write the time stamp information included in the weight information.

  The information acquisition unit 11 refers to the vehicle identification information added to the vehicle passenger weight value included in the vehicle passenger weight information. The information acquisition unit 11 applies the vehicle identification information to the sub-item “vehicle passenger weight” corresponding to the referenced vehicle identification information, that is, the items “car 1”, “car 2”, “car 3”,. Is written in units of “kg”, for example.

  As described above, the information acquisition unit 11 generates a new record so that the latest record becomes the record in the first row. Therefore, in the example of FIG. 5, the record 105 is the latest record, and is a record at a past time in the order of the records 104, 103,.

  In the record 100 shown in FIG. 5, the train 3 with the departure name “10:00:00” and the direction “downward” and the train name “α” is 10:06 on March 2, 2018: It becomes a record showing the vehicle passenger weight value when traveling between A station and B station at 00. When the train 3 subsequently travels toward the B station, stops at the B station, departs from the B station, and travels toward the C station, the information acquisition unit 11 sequentially records 101, 102, 103, 104, and 105 are written.

  Therefore, the table of the vehicle passenger weight storage unit 12 shown in FIG. 5 shows changes in the vehicle passenger weight values of the vehicles 30-1, 30-2, 30-3 every minute in the train 3 having the train name “α”. Will show. For example, referring to the record 100 and the record 101, the weight value of the third car is decreased from “450 kg” to “400 kg”, and the weight value of the second car is increased from “750 kg” to “800 kg”. From this, it can be seen that in the train 3 running between the A station and the B station, there was a passenger movement corresponding to 50 kg from the third car to the second car.

  In addition, records 102 to 104 show changes in weight due to passengers getting on and off when train 3 arrives at station B. By referring to records 101 and 105 before and after that, the records 102 to 104 show It is possible to grasp the change in the weight of passengers getting on and off when the train 3 stops.

(Data structure of passenger space storage unit for boarding / exiting spaces)
The boarding / alighting space passenger weight storage unit 13 has the data configuration shown in FIG. 6 and includes items of “station name”, “direction”, “time stamp”, and “boarding space passenger weight”. The item “passenger space passenger weight” is further divided into sub-items of “No. 1 car”, “No. 2 car”, “No. 3 car”,..., That is, sub-items of vehicle identification information included in the entry / exit space identification information. Yes. The boarding / alighting space passenger weight storage unit 13 has a table with the data structure shown in FIG. 6 for each set of station name and direction. FIG. 6 shows a table with the station name “B station” and the direction “down direction”. Become.

  The information acquisition unit 11 writes the boarding / alighting space passenger weight information to the boarding / alighting space passenger weight storage unit 13 in the following procedure. The information acquisition unit 11 refers to the information of the station name included in the captured boarding / exiting space passenger weight information, and the boarding / exiting space passenger weight storage unit 13 displays two tables of the up and down directions corresponding to the information of the referred station name. To detect.

  The information acquisition part 11 selects the boarding / alighting space passenger weight value contained in the taken boarding / alighting space passenger weight information one by one, and refers to the boarding / alighting space identification information given to the selected boarding / alighting space passenger weight value. For example, when the referenced boarding / exiting space identification information is “downward direction: No. 1 car”, the information acquisition unit 11 generates a new record in the first row of the down direction table of the detected two tables.

  The information acquisition unit 11 writes the station name information and the time stamp information included in the captured boarding / alighting space passenger weight information into the “station name” and “time stamp” items of the generated record, and sets “downward” as the “direction” item. Write direction information. The information acquisition unit 11 selects the selected entry / exit space passenger weight for the sub-item “No. 1 car” of “entrance / exit space passenger weight” corresponding to the vehicle identification information in the latter half of the referenced entry / exit space identification information in the generated record. The value is written in units of “kg”, for example.

  In this way, the information acquisition unit 11 classifies the information on the ascending / descending space passenger weight values included in the ascending / descending space passenger weight information, and the classified ascending / descending space passenger weight values are classified into the ascending direction and the descending direction. Write to the table.

  As described above, the information acquisition unit 11 generates a new record so that the latest record becomes the record in the first row. Therefore, in the example of FIG. 6, the record 205 is the latest record, and is a record at a past time in the order of the records 204, 203,.

  By referring to each table in the boarding / alighting space passenger weight storage unit 13, it is possible to grasp the change in passenger weight per minute in the ascending / descending space at a specific station. In the example shown in FIG. 6, it is possible to grasp the change in passenger weight per minute in the boarding spaces 51B-1D, 51B-2D, 51B-3D in the downward direction of the B station.

  For example, both the record 202 shown in FIG. 6 and the record 102 shown in FIG. 5 are records around 10: 8 on March 2, 2018, and the train 3 with the train name “α” is around 10: 8. It can be seen that passengers have arrived at B station. By referring to this record 202 and the preceding record 201, when the train 3 arrives at the B station, the weight value for the passengers getting off in the boarding spaces 51B-1D, 51B-2D, 51B-3D Can be seen to increase temporarily.

  After that, the waiting passenger gets into the train 3, and the passenger who gets off gets away from the boarding spaces 51B-1D, 51B-2D, 51B-3D, so that the weight value decreases rapidly. Can be grasped from the record 204.

(Processing by the passenger weight equalization support device of the first embodiment)
Next, the process by the passenger weight equalization assistance apparatus 1 of 1st Embodiment is demonstrated, referring FIGS. 7-10. FIG. 7 is a flowchart showing the flow of processing by the inverse distribution calculation unit 14 and the output unit 15 of the passenger weight equalization support device 1 of the first embodiment.

  As described above, when the information acquisition unit 11 takes in new vehicle passenger weight information and writes it in the vehicle passenger weight storage unit 12, information on the train name of the train information included in the vehicle passenger weight information each time. Is output to the inverse distribution calculation unit 14 (step Sa1).

  The inverse distribution calculation unit 14 takes in the information acquisition notification output from the information acquisition unit 11, refers to the train name information included in the information acquisition notification, and obtains a table corresponding to the referenced train name from the vehicle passenger weight storage unit 12. Detect and refer to the record in the first line.

  For example, as shown in FIG. 1, when the train 3 is in a state just before arriving at the B station after leaving the A station, the first line of the record detected by the inverse distribution calculation unit 14 is, for example, “Time The item “stamp” is “101/3/2, 10:07:00” and the record 101 shown in FIG. The following explanation is based on the assumption that the inverse distribution calculation unit 14 refers to the record 101 as the record in the first row.

  The inverse distribution calculation unit 14 reads out the vehicle passenger weight value written in the sub-item “vehicle passenger weight” of the referenced record 101, that is, the items “car 1”, “car 2”, and “car 3”. A total value of the read vehicle passenger weight values is calculated (step Sa2).

  The inverse distribution calculation unit 14 refers to the “downward direction” information of the “direction” item of the referenced record 101 and “AB” as the information of the “point” item, and then stops. Detect that the station is station B. The inverse distribution calculation unit 14 detects a table corresponding to the downward direction of the B station from the boarding / alighting space passenger weight storage unit 13 and refers to the record in the first row of the detected record. Here, it is assumed that the record 201 with the time stamp information “2018/3/2, 10:06:50” exists in the first line.

  The inverse distribution calculation unit 14 reads out the passenger space value of the entry / exit space written in the sub-item “passenger space passenger weight” of the record 201, that is, the sub-items “car 1”, “car 2”, and “car 3”. Then, a total value of the read boarding / exiting space passenger weight values is calculated (step Sa3).

  The inverse distribution calculation unit 14 adds the total value of the vehicle passenger weight values calculated in step Sa2 and the total value of the passenger space values calculated in step Sa3, and divides the added value by the number of vehicles in the train 3. Then, the planned average vehicle passenger weight value is calculated (step Sa4).

  The inverse distribution calculating unit 14 reads the vehicle passenger weight value read from the sub-items of “No. 1 car”, “No. 2 car”, and “No. 3 car” of “Vehicle passenger weight” of the record 101 from the calculated scheduled average vehicle passenger weight value. Are subtracted, and the subtracted values are arranged in the order of the vehicles 30-1, 30-2, 30-3, and the inverse distribution of the vehicle passenger weight value is calculated (step Sa5).

  If the calculations of step Sa4 and step Sa5 are made into equations, they can be expressed as the following equation (1).

Inverse distribution of vehicle passenger weight value = (total value of vehicle passenger weight value + total value of passenger weight value on boarding / exiting space) / number of vehicles- (each vehicle passenger weight value) (1)

  Below, based on the record 101 and the record 201, the reverse distribution of a vehicle passenger weight value is calculated concretely. As indicated by the broken line in the record 101 in FIG. 5, the vehicle passenger weight values of “No. 1 car”, “No. 2 car”, and “No. 3 car” are “500 kg, 800 kg, 400 kg”. 500 + 800 + 400 = 1700 kg ”. As indicated by the broken line in the record 201 in FIG. 6, the passenger space values of “No. 1 car”, “No. 2 car”, and “No. 3 car” are “300 kg, 300 kg, 400 kg”, so the total value is “300 + 300 + 400 = 1000 kg”.

  If the total value of the vehicle passenger weight value and the total value of the passenger weight value for the passengers in the entry / exit space are added, “1700 + 1000 = 2700 kg” is obtained. Since the number of vehicles in the train 3 is “3”, the planned average vehicle passenger weight value is “2700/3 = 900 kg”. Subtracting each of the vehicle passenger weight values, that is, “500 kg”, “800 kg”, and “400 kg” from the planned average vehicle passenger weight value “900 kg” yields “400 kg”, “100 kg”, and “500 kg”. The distribution of “400 kg, 100 kg, 500 kg” is the reverse distribution of the distribution of “500 kg, 800 kg, 400 kg”, which is the distribution of vehicle passenger weight values.

  The inverse distribution calculation unit 14 adds the station name information and direction information of the next stop station to the calculated inverse distribution information and outputs the information to the output unit 15. Here, it is assumed that information on the station name “B station” and information on the direction “downward” are added. The output unit 15 generates, for example, the image information 300 illustrated in FIG. 8 based on the inverse distribution information, the station name information, and the direction information output from the inverse distribution calculation unit 14. The output unit 15 transmits the generated image information 300 to the information transmitting / receiving device 53B corresponding to “B station”, which is information on the station name added to the information of the inverse distribution, through the transmitting / receiving unit 10 (step Sa6).

  The information transmission / reception device 53B receives the image information 300 and outputs the received image information 300 to the display device 55B. The display device 55B displays the image information 300 on the screen.

  FIG. 9 is a graph in which the vehicle passenger weight value of the record 101 of the vehicle passenger weight storage unit 12 in FIG. 5 is graphed, and the vehicle passenger weight values of the vehicles 30-1, 30-2, and 30-3 are Since it is “500 kg, 800 kg, 400 kg”, the shape indicated by the broken line is an upwardly convex shape. On the other hand, the shape shown by the broken line in FIG. 8 is a downwardly convex shape, and the two shapes are symmetrical with respect to the Y axis when the horizontal direction of the drawing is the Y axis. The shape is related. Therefore, the distribution shown in FIG. 8 shows the inverse distribution of the distribution of the vehicle passenger weight values shown in FIG.

  For example, a station staff at station B or a passenger waiting at station B refers to the image information 300 displayed on the screen of the display device 55B, and the boarding spaces 51B-1D and 51B-2D at that point in station B are displayed. , 51B-3D is visually confirmed and compared with the graph of the image information 300. As shown in the record 201 shown in FIG. 6, the passenger space values of the getting-on / off spaces 51B-1D, 51B-2D, 51B-3D are “300 kg, 300 kg, 400 kg”. Therefore, it is assumed that 5 to 6 adults are lined up in each of the getting-on / off spaces 51B-1D, 51B-2D, 51B-3D.

  The graph of the image information 300 reminds the station staff at the B station and the passengers waiting at the B station that passengers are excessively arranged in the boarding space 51B-2D. Then, by causing the station staff of the B station to be aware of this, the B station is prompted to move the passengers in the getting-on / off spaces 51B-2D to the other getting-on / off spaces 51B-1D, 51B-3D. It will also wake up the station staff. Moreover, when the passenger lined up in boarding / alighting space 51B-2D of B station is made to notice, a passenger will move to other boarding / alighting space 51B-1D, 51B-3D itself. As a result, the distribution of passengers waiting to get on the vehicles 30-1, 30-2, 30-3 can be changed, and the vehicles 30-1, 30-2, 30 after the passengers get on are changed. -3 passenger weight can be made uniform.

  In the configuration of the first embodiment, the output unit 15 may generate the image information 301 shown in FIG. 10 instead of the image information 300 shown in FIG. The image information 301 shown in FIG. 10 subtracts “300 kg, 300 kg, 400 kg” that is the passenger space value of the entry / exit space shown in the record 201 of FIG. 6 from “400 kg, 100 kg, 500 kg” that is the inverse distribution of the vehicle passenger weight value. It is image information including a graph showing the weight values of “100 kg, −200 kg, 100 kg” obtained in the above.

  The graph of the image information 301 shown in FIG. 10 shows the distribution of excess / deficiency weight values of waiting passengers. For example, a passenger waiting in a boarding / alighting space 51B-2D in the down direction of the B station with reference to the graph shown in the image information 301 has a boarding space 51B-2D in which the passengers line up is “−200 kg”. Therefore, it can be known that 200 kg has already been exceeded. In other words, a passenger waiting in the boarding / exiting space 51B-2D can know before getting on the train 3 that it will be very crowded when getting on the vehicle 30-2 of the arriving train 3. Furthermore, the graph of the image information 301 indicates that each of the entry / exit spaces 51B-1D and 51B-3D has a margin of “100 kg”. Therefore, by showing the graph, it is possible to prompt the passenger waiting in the boarding / exiting space 51B-2D to move to the boarding / exiting spaces 51B-1D and 51B-3D. Further, the graph of the image information 301 causes the station staff at the station B to notice the same as the graph of the image information 301.

  With the configuration of the first embodiment described above, in the passenger weight equalization support device 1, the vehicle passenger weight storage unit 12 is a total weight for each of the passenger vehicles 30-1, 30-2, and 30-3 on the train 3. The value is stored as the vehicle passenger weight value for each of the vehicles 30-1, 30-2, and 30-3. The inverse distribution calculation unit 14 reads the vehicle passenger weight value for each of the vehicles 30-1, 30-2, and 30-3 from the vehicle passenger weight storage unit 12, and calculates the inverse distribution of the distribution indicated by the read vehicle passenger weight value. To do. The output unit 15 uses the inverse distribution calculated by the inverse distribution calculation unit 14 as a distribution of passengers that waits in the boarding space for each of the vehicles 30-1, 30-2, and 30-3 at the stop station where the train 3 stops next. Output. By presenting the calculated inverse distribution to passengers and station staff, the distribution of passengers waiting to get on will be changed, thereby making it possible to equalize the weight of passengers for each vehicle after boarding It becomes possible.

  Moreover, the passenger weight equalization assistance apparatus 1 of 1st Embodiment is provided with the boarding / alighting space passenger weight memory | storage part 13, and the boarding / alighting space passenger weight memory | storage part 13 is boarding / alighting space 51B-1D, 51B-2D of a stop station. The total weight value of passengers waiting in each of 51B-3D is stored for each boarding space as boarding / exiting space passenger weight values. The inverse distribution calculation unit 14 includes the vehicle passenger weight value for each of the vehicles 30-1, 30-2, and 30-3 of the train 3, and the vehicles 30-1, 30-2, and 30 of the stop station at which the train 3 stops next. The passenger weight value of the boarding / exiting space for every -3 is added, and the added value is divided by the number of train vehicles to calculate the planned average vehicle passenger weight value. From the calculated planned average vehicle passenger weight value, the vehicle A distribution showing a plurality of subtraction values obtained by subtracting each of the vehicle passenger weight values for each of 30-1, 30-2, and 30-3 for each of the vehicles 30-1, 30-2, and 30-3, Inverse distribution. Thereby, the inverse distribution of the distribution of the vehicle passenger weight value can be calculated, and by presenting the calculated inverse distribution to the passengers and station staff, the distribution of passengers waiting to get on will be changed, Thereby, it becomes possible to equalize the weight of passengers for each vehicle after boarding.

  Moreover, in the passenger weight equalization assistance apparatus 1 of 1st Embodiment, the reverse distribution calculation part 14 performs reverse distribution of distribution of a vehicle passenger weight value based on the latest vehicle passenger weight value and boarding / alighting space passenger weight value. Since the calculation is performed sequentially, it is possible to sequentially provide information indicating the latest situation to passengers and station staff.

  In the process of FIG. 7 in the first embodiment, the order of the processes in steps Sa2 and Sa3 may be changed.

(Second Embodiment)
FIG. 11 is a block diagram illustrating a configuration of a passenger weight equalization support apparatus 1b according to the second embodiment. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and different configurations will be described below.

  The passenger weight equalization support device 1b includes a transmission / reception unit 10, an information acquisition unit 11, a vehicle passenger weight storage unit 12, a passenger space passenger weight storage unit 13, an inverse distribution calculation unit 14b, and an output unit 15. In the passenger weight equalization support device 1b, the inverse distribution calculation unit 14b refers to the vehicle passenger weight value stored in the vehicle passenger weight storage unit 12 without referring to the boarding / exiting space passenger weight value stored in the boarding / exiting space passenger weight storage unit 13. Based on the above, the inverse distribution of the vehicle passenger weight value is calculated.

(Processing by the passenger weight equalization support device of the second embodiment)
Next, the process by the passenger weight equalization assistance apparatus 1b of 2nd Embodiment is demonstrated, referring FIG.12 and FIG.13. FIG. 12 is a flowchart showing the flow of processing by the inverse distribution calculation unit 14b and the output unit 15 of the passenger weight equalization support device 1b of the second embodiment.

  Whenever the information acquisition part 11 takes in new vehicle passenger weight information and writes it in the vehicle passenger weight storage part 12, the information acquisition notification including the train name information of the train information included in the vehicle passenger weight information. Is output to the inverse distribution calculation unit 14b (step Sb1).

  The inverse distribution calculation unit 14b takes in the information acquisition notification output by the information acquisition unit 11, refers to the train name information included in the information acquisition notification, and obtains a table corresponding to the referenced train name from the vehicle passenger weight storage unit 12. Detect and refer to the record in the first line. Here, as in the first embodiment, the inverse distribution calculation unit 14b will be described with reference to the record 101 shown in FIG. 5 as the record in the first row.

  The inverse distribution calculation unit 14b reads the vehicle passenger weight value written in the sub-item “vehicle passenger weight” of the referenced record 101, that is, the sub-items “car 1”, “car 2”, and “car 3”. The maximum value of the read vehicle passenger weight value is detected. Here, “800 kg” of the item “No. 2 car” is detected as the maximum value. The inverse distribution calculation unit 14b calculates “300 kg, 0 kg, 400 kg” as a plurality of subtraction values by subtracting “500 kg, 800 kg, 400 kg” as the vehicle passenger weight values from the detected maximum value. This distribution is the inverse distribution of the vehicle passenger weight value distribution shown in FIG. 9 (step Sb2).

  Since the inverse distribution calculation unit 14b indicates the calculated inverse distribution as a ratio indicated by an integer value with at least the minimum value of the ratio being “1” or more, an arbitrary constant value is added to the inverse distribution in the form of the ratio. Indicates. For example, when “100 kg” is added, “400 kg, 100 kg, 500 kg” is obtained, and the reverse distribution is shown by the ratio “4: 1: 5” (step Sb3).

  The inverse distribution calculation unit 14b adds information on the station name of the next stop station and information on the direction to the information on the inverse distribution indicated by the ratio, and outputs the information to the output unit 15. Here, it is assumed that information on the station name “B station” and information on the direction “downward” are added. The output unit 15 generates, for example, the image information 302 illustrated in FIG. 13 based on the information on the inverse distribution indicated by the ratio output by the inverse distribution calculation unit 14b, the information on the station name, and the information on the direction. The output unit 15 transmits the information of the station name added to the information of the inverse distribution, that is, the generated image information 302 to the information transmitting / receiving device 53B of the B station through the transmitting / receiving unit 10 (step Sb4).

  The information transmission / reception device 53B receives the image information 302 and outputs the received image information 302 to the display device 55B. The display device 55B displays the image information 302 on the screen.

  The shape indicated by the broken line in the image information 302 of FIG. 13 is a downward convex shape, similar to the shape of the broken line of the image information 300 shown in FIG. 8, and the horizontal direction of the drawing is the Y axis. The shape of the distribution of the vehicle passenger weight value shown in FIG. 9 is in a line-symmetrical relationship with respect to the Y axis. Therefore, the distribution shown in FIG. 13 shows the inverse distribution of the distribution of the vehicle passenger weight values shown in FIG.

  Similar to the graph of the image information 300 of the first embodiment, the graph of the image information 302 has too many passengers in the boarding space 51B-2D with respect to the station staff at the B station and the passengers waiting at the B station. It makes me notice. Then, by causing the station staff of the B station to be aware of this, the B station is prompted to move the passengers in the getting-on / off spaces 51B-2D to the other getting-on / off spaces 51B-1D, 51B-3D. It will also wake up the station staff. Moreover, when the passenger lined up in boarding / alighting space 51B-2D of B station is made to notice, a passenger will move to other boarding / alighting space 51B-1D, 51B-3D itself. As a result, the distribution of passengers waiting to get on the vehicles 30-1, 30-2, 30-3 can be changed, and the vehicles 30-1, 30-2, 30 after the passengers get on are changed. -3 passenger weight can be made uniform.

  Note that the inverse distribution calculation unit 14b is based on the passenger space value of the passenger boarding / exiting space when the train 3 stored in the passenger space memory unit 13 of arrival / exit arrives at the station B, that is, the passenger weight value of the passenger boarding / exiting space of the record 201 shown in FIG. Thus, a reverse distribution in which the calculated ratio of “4: 1: 5” is reflected on the passenger space weight value may be calculated. Specifically, the inverse distribution calculation unit 14 calculates the total value of the passenger boarding weight values of the records 201 as “300 kg + 300 kg + 400 kg = 1000 kg”, and distributes the calculated “1000 kg” at a ratio of “4: 1: 5”. Thus, the inverse distribution of “400 kg, 100 kg, 500 kg” is calculated. In this case, the calculated inverse distribution is the same as the inverse distribution shown in FIG. 8 calculated by the inverse distribution calculation unit 14b of the first embodiment.

  Moreover, since the fixed value which the inverse distribution calculation part 14b adds in step Sb3 is arbitrary values, you may add the fixed value based on the past experience, for example. For example, “500 kg” may be added to obtain “800 kg, 500 kg, 900 kg”, and the ratio of “8: 5: 9” may be calculated as an inverse distribution. However, for example, calculating a ratio of “73:70:74” by adding a large value such as “7000 kg” to “7300, 7000, 7400” means that the vehicles 30-1, 30-2, 30-3 are loaded. Since the upper limit value of the passenger weight may not be a reasonable value, if the value after the addition of the constant value is a predetermined upper limit value, an error indicating that the constant value is inappropriate by the judgment process You may make it notify as.

  With the configuration of the second embodiment described above, in the passenger weight equalization support device 1b, the inverse distribution calculation unit 14b determines the vehicle for each of the vehicles 30-1, 30-2, and 30-3 from the maximum value of the vehicle passenger weight value. A plurality of values obtained by adding a predetermined value arbitrarily to each of a plurality of subtraction values obtained by subtracting each of the passenger weight values are arranged for each of the vehicles 30-1, 30-2, 30-3. The distribution indicated by the ratio is an inverse distribution. Thus, even if there is no passenger weight value in the boarding / exiting space, the inverse distribution of the distribution of the vehicle passenger weight value can be calculated, and the calculated reverse distribution is presented to the passengers and station staff, and the vehicle waits to get on. The distribution of passengers is changed, so that the weight of passengers for each vehicle after boarding can be made uniform.

  Moreover, in the passenger weight equalization assistance apparatus 1b of 2nd Embodiment, since the inverse distribution calculation part 14b is calculating sequentially the inverse distribution of the distribution of a vehicle passenger weight value based on the latest vehicle passenger weight value, more Information indicating the latest situation can be sequentially provided to passengers and station staff.

  In the first and second embodiments described above, the vehicle passenger weight storage unit 12 stores vehicle passenger weight information including past information, but each table for each train name is the latest. Only vehicle passenger weight information may be stored. Also, the past information may be stored in the boarding / exiting space passenger weight storage unit 13 of the first embodiment, and each table may store only the latest boarding / exiting space passenger weight information.

  Further, in the configuration of the passenger weight equalization support system in the second embodiment, only the passenger weight equalization support device 1 of the passenger weight equalization support system S shown in FIG. 1 is replaced with the passenger weight equalization support device 1b. It is a configuration.

  Moreover, in 2nd Embodiment, since the inverse distribution calculation part 14b does not refer to the boarding / alighting space passenger weight memory | storage part 13, it is not necessary to provide the structure relevant to boarding / alighting space passenger weight information. That is, the weight sensors 52-1D, 52-2D,..., And the timing device 54B of the station 5B shown in FIG. 3 are not necessary, and the information transmitting / receiving device 53B receives the image information and sends it to the display device 55B. Only a configuration for outputting image information may be provided. Moreover, the passenger weight equalization assistance apparatus 1b does not need to be provided with the boarding / alighting space passenger weight memory | storage part 13, In that case, the information acquisition part 11 also takes in boarding / alighting space passenger weight information, and writes it in the boarding / alighting space passenger weight memory | storage part 13 The configuration is such that no processing is performed.

(Third embodiment)
FIG. 14 is a block diagram illustrating a configuration of a passenger weight equalization support apparatus 1c according to the third embodiment. In the third embodiment, the same components as those in the first and second embodiments are denoted by the same reference numerals, and different configurations will be described below. The configuration of the passenger weight equalization support system in the third embodiment is such that only the passenger weight equalization support device 1 of the passenger weight equalization support system S shown in FIG. 1 is replaced with the passenger weight equalization support device 1c. It is a configuration.

  Passenger weight equalization support device 1c includes transmission / reception unit 10, information acquisition unit 11, vehicle passenger weight storage unit 12, boarding / exiting space passenger weight storage unit 13, inverse distribution calculation unit 14c, output unit 15, getting-off passenger weight calculation unit 16, A passenger weight history storage unit 17, an unloading passenger weight prediction unit 18, and an unloading passenger weight storage unit 19 are provided.

  The inverse distribution calculation unit 14c calculates the vehicle passenger weight value after getting off the passenger in consideration of the weight value of the passenger getting off at the stations 5A, 5B, 5C,. Calculate the inverse distribution. In addition, the inverse distribution calculation unit 14 c outputs a predicted value calculation request including station name information and train information to the getting-off passenger weight prediction unit 18.

  The getting-off passenger weight calculation unit 16 calculates the getting-off passenger weight value based on the history information regarding the vehicle passenger weight value stored in the passenger weight history storage unit 17, and the calculated getting-off passenger weight value is stored in the getting-off passenger weight storage unit 19. Write and store.

  The getting-off passenger weight prediction unit 18 receives the prediction value calculation request from the inverse distribution calculation unit 14c, and corresponds to the train information included in the prediction value calculation request from among the getting-off passenger weight values stored in the getting-off passenger weight storage unit 19. Detecting passenger weight value when getting off. Moreover, the getting-off passenger weight prediction unit 18 is based on the detected getting-off passenger weight value of the stations 5A, 5B, 5C,... Corresponding to the station name information included in the prediction value calculation request output by the inverse distribution calculation unit 14c. The predicted value of the passenger weight getting off is calculated and output to the inverse distribution calculation unit 14c.

(Data structure of passenger weight history storage)
The passenger weight history storage unit 17 has the data structure shown in FIG. 15 and includes items of “date”, “train name”, “departure time”, “direction”, “vehicle number”, and “vehicle passenger weight”. The item “vehicle passenger weight” further includes sub-items indicated by the point information, for example, items such as “A station”, “AB”, and “B station”.

  The history information regarding the vehicle passenger weight value stored in the passenger weight history storage unit 17 is generated from the information stored in the vehicle passenger weight storage unit 12 at the timing when the operation of all the trains 3 in one day ends, for example. The generation of the history information related to the vehicle passenger weight value and the writing to the passenger weight history storage unit 17 may be performed by an external device with reference to the vehicle passenger weight value in the vehicle passenger weight storage unit 12, or the passenger weight A functional unit provided inside the homogenization support apparatus 1c may perform this.

  For example, records 400, 401, and 402 shown in FIG. 15 are records stored in the vehicle passenger weight storage unit 12, and the date information of “time stamp” is “2018/3/1”, and “train name” Is a record generated based on a plurality of records (hereinafter referred to as a generation source record) having “α”, “departure time” “10:00:00”, and “direction” “downward”.

  Therefore, information on “α”, “10:00:00”, and “downward direction” is written in the “train name”, “departure time”, and “direction” items of the records 400, 401, and 403, respectively. . Further, the date of the generation source record, that is, “2018/3/1” that is the date information of the time stamp information of the generation source record is written in the “date” item of the records 400, 401, and 403.

  The record 400 is generated based on the vehicle passenger weight value stored in the “No. 1 car” item of the “vehicle passenger information” item of the generation source record. Similarly, the records 401 and 402 are generated based on the vehicle passenger weight values stored in the “No. 2 car” and “No. 3 car” items of the “Vehicle Passenger Information” item of the generation source record, respectively.

  When the sub-item of “vehicle passenger weight” in the passenger weight history storage unit 17 is an item indicating a station name such as “A station”, “B station”, and “AB”, “BC”, etc. There is a difference in the vehicle passenger weight representative value written in the item depending on whether the item is a section.

  When the sub-item “Vehicle Passenger Weight” is an item indicating a station name such as “A Station” or “B Station”, the minimum value of the vehicle passenger weight value in the record while the train 3 is stopped at the station is the vehicle. It is written as the passenger weight representative value. For example, in the vehicle passenger weight storage unit 12 shown in FIG. 5, records when the train 3 is stopped at the B station are records 102, 103, and 104. Among these three records 102 to 104, the record in which the vehicle passenger weight value of the item “No. 1 car” is the smallest is the record 103. Therefore, “250 kg”, which is the minimum value of the vehicle passenger weight value, is written in the “B station” item of the “vehicle passenger weight” item of the record 400.

  Similarly, “300 kg” and “150 kg”, which are the minimum values in the records 102 to 104, are written in each of the items “B station” of the “vehicle passenger weight” item of the records 401 and 402. Become.

  On the other hand, in the case where the sub-item of “vehicle passenger weight” is an item indicating a section such as “AB” or “BC”, all items while the train 3 is traveling through the section at the station. The representative value of the vehicle passenger weight value of the record is written as the vehicle passenger weight representative value. As the representative value, any one of an average value, a mode value, a median value, a maximum value, a minimum value, etc. of the vehicle passenger weight of all records is applied.

  In this way, history information related to the vehicle passenger weight value of the previous day is written in the passenger weight history storage unit 17 every day, and history information related to the vehicle passenger weight value is accumulated.

(Data structure of the passenger weight storage section)
The getting-off passenger weight storage unit 19 has the data structure shown in FIG. 17 and includes items of “date”, “train name”, “departure time”, “direction”, “vehicle number”, and “getting-off passenger weight”. The item “Get-off passenger weight” further includes a plurality of sub-items indicated by the station name point information.

  For example, the passenger weight history storage unit 16 stores the passenger weight history after the operation of all the trains 3 in one day is completed and the passenger weight history storage unit 17 completes the storage of history information regarding all vehicle passenger weight values. With reference to the part 17, the process which calculates an alighting passenger weight value is performed.

  That is, the getting-off passenger weight calculation unit 16 selects the records stored in the passenger weight history storage unit 17 one by one, and the vehicle passenger weight of the item whose point information of “vehicle passenger weight” of the selected record is a station. The representative value and the vehicle passenger weight representative value in the section immediately before the station are read out, and the vehicle in the item where the point information of “vehicle passenger weight” is the station from the vehicle passenger weight representative value in the section immediately before the station. Subtract the passenger weight representative value.

  This will be specifically described with reference to FIG. In the point information of “vehicle passenger weight” in FIG. 15, in the down direction, the starting station is at the left end, and is arranged in the right direction in order from the left end. On the other hand, in the up direction, the starting station is the right end, and the left station is lined up from the right end to the end station. Therefore, the getting-off passenger weight calculation unit 16 refers to the information of the item “direction” of the selected record, and determines the reference order.

  When the “direction” information is in the down direction, the getting-off passenger weight calculation unit 16 calculates the getting-off passenger weight value in order from the leftmost starting station of the “vehicle passenger information”. When calculating the weight value of passengers getting off at B station, the section immediately before “B station” is “AB”. Therefore, from the representative value of vehicle passenger weight in the item “AB”, “B station” is calculated. The passenger weight value for getting off is calculated by subtracting the vehicle passenger weight representative value of the item.

  On the other hand, when the information of the item “direction” is the upward direction, the getting-off passenger weight calculation unit 16 calculates the getting-off passenger weight value in order from the right end of the “vehicle passenger information”. When calculating the weight value of passengers getting off at B station, the section immediately before “B station” is “B-C”. Therefore, from the representative value of vehicle passenger weight in the item “B-C”, “B station” The passenger weight value for getting off is calculated by subtracting the vehicle passenger weight representative value of the item.

  For example, when the getting-off passenger weight calculation unit 16 selects the record 400 of the passenger weight history storage unit 17, the sub item indicating the starting station stores the minimum value “0 kg” that the passenger is not on, and immediately before Since there is no section, the weight value of the passenger getting off is calculated as “0 kg”. As shown in FIG. 17, the getting-off passenger weight calculation unit 16 generates a new record 500 in the getting-off passenger weight storage unit 19, and “date”, “train name”, “departure time”, “ In the items of “direction” and “vehicle number”, the information of the items of “date”, “train name”, “departure time”, “direction”, and “vehicle number” of the record 400 is written. The getting-off passenger weight calculating unit 16 writes “0 kg” in the item indicating the starting station among the sub-items of the “getting-off passenger weight” of the generated record 500.

  The getting-off passenger weight calculation unit 16 calculates the getting-off passenger weight value in order from the starting station, and when calculating the getting-off passenger weight value of “B station” of the record 400, the vehicle passenger weight representative value of the item “B station” is calculated. “250 kg” and “520 kg” of the vehicle passenger weight representative value of the item “AB” immediately before are read out.

  FIG. 16 is a graph showing the relationship between “250 kg” and “520 kg” read by the getting-off passenger weight calculation unit 16. As shown in the graph, by calculating the difference between the two vehicle passenger weight representative values read by the getting-off passenger weight calculating unit 16, the weight value of the passenger getting off at the station B, that is, the getting-off passenger weight value is calculated. Can do. The getting-off passenger weight calculation unit 16 subtracts “250 kg” of the item “B station” from “520 kg” of the item “AB”, and obtains “ 270 kg "is calculated. The getting-off passenger weight calculation unit 16 writes “270 kg” calculated in the item “B station” of the “getting-off passenger weight” of the generated record 500.

  Similarly, the getting-off passenger weight calculating unit 16 calculates the getting-off passenger weight value for all the stations 5A, 5B, 5C,..., And calculates the calculated getting-off passenger weight value in the item “Getting off passenger weight” of the record 500. Write in corresponding sub-items of stations 5A, 5B, 5C,. The getting-off passenger weight calculation unit 16 generates records 501 and 502 corresponding to “No. 2 car” and “No. 3 car”, and calculates “490 kg” and “290 kg” as the getting-off passenger weight values. The obtained passenger weight value is written in the corresponding item of the passenger weight storage unit 19.

  The getting-off passenger weight calculating unit 16 calculates and calculates the getting-off passenger weight values for all the stations 5A, 5B, 5C,... For all the records stored in the passenger weight history storage unit 17, that is, all the trains 3. The getting-off passenger weight value is written in the getting-off passenger weight storage unit 19. Thereby, the alighting passenger weight memory | storage part 19 memorize | stores all the alighting passenger weight values.

(Processing by the passenger weight equalization support device of the third embodiment)
Next, processing performed by the passenger weight equalization support device 1c according to the third embodiment will be described with reference to FIGS. FIG. 18 is a flowchart illustrating a flow of processing by the inverse distribution calculation unit 14c and the output unit 15 of the passenger weight equalization support device 1c according to the third embodiment.

  Whenever the information acquisition part 11 takes in new vehicle passenger weight information and writes it in the vehicle passenger weight storage part 12, the information acquisition notification including the train name information of the train information included in the vehicle passenger weight information. Is output to the inverse distribution calculation unit 14c (step Sc1).

  The inverse distribution calculation unit 14 c takes in the information acquisition notification output by the information acquisition unit 11, refers to the train name information included in the information acquisition notification, and obtains a table corresponding to the referenced train name from the vehicle passenger weight storage unit 12. Detect and refer to the record in the first line. Here, as in the first embodiment, the inverse distribution calculation unit 14c will be described with reference to the record 101 shown in FIG. 5 as the record in the first row.

  The inverse distribution calculation unit 14c reads the vehicle passenger weight value written in the sub-item “vehicle passenger weight” of the record 101 referred to, that is, the items “car 1”, “car 2”, and “car 3”. A total value of the read vehicle passenger weight values is calculated (step Sc2).

  The inverse distribution calculation unit 14c refers to “downward”, which is information on the “direction” item of the referenced record 101, and “AB”, which is information on the “point” item, and then stops. Detect that the station is station B. The inverse distribution calculation unit 14c detects a table corresponding to the downward direction of the B station from the boarding / alighting space passenger weight storage unit 13, and refers to the record in the first row of the detected record. Here, it is assumed that the record 201 with the time stamp information “2018/3/2, 10:06:50” exists in the first line.

  The inverse distribution calculation unit 14c reads out the passenger space value of the entry / exit space written in the sub-item “passenger space passenger weight” of the record 201, that is, the sub-items “car 1”, “car 2”, and “car 3”. Then, the total value of the read boarding / exiting space passenger weight values is calculated (step Sc3).

  The inverse distribution calculation unit 14c includes the train information of the record 101, that is, the train name “α”, the departure time “10:00:00”, the direction “downward direction”, and the detected “B station” information. The predicted value calculation request is output to the getting-off passenger weight prediction unit 18. The getting-off passenger weight prediction unit 18 refers to the contents of the items of “train name”, “departure time”, and “direction” in the getting-off passenger weight storage unit 19 and sets the same contents as the train information included in the predicted value calculation request. All records including the existing records 400, 401, 402 are detected.

  In all the detected records, the getting-off passenger weight prediction unit 18 is a sub-item corresponding to “B station” included in the prediction calculation request in the item “Getting-off passenger weight” with the “vehicle number” being “No. 1 car”. Read off passenger weight value. For example, the unloading passenger weight prediction unit 18 calculates an average value of the read out unloading passenger weight values, adds vehicle identification information, that is, information of “No. 1 car” to the calculated average value, and sets “ It outputs to the inverse distribution calculation part 14c as a predicted value of the passenger weight alighting about "No. 1 car".

  Based on the records of “vehicle number” “car 2” and “car 3”, the getting-off passenger weight prediction unit 18 “B station” of “car 2” and “car 3” as well as “car 1”. The predicted value of the passenger weight getting off is calculated, vehicle identification information is added to the calculated predicted value of the passenger weight getting off and output to the inverse distribution calculating unit 14c (step Sc4).

  The inverse distribution calculation unit 14c calculates a total value of predicted values of the getting-off passenger weight output by the getting-off passenger weight prediction unit 18. The inverse distribution calculation unit 14c calculates a subtraction value obtained by subtracting the total value of the predicted values of the getting-off passenger weight from the total value of the vehicle passenger weight value calculated in Step Sc2. The inverse distribution calculation unit 14c adds the calculated subtraction value and the total value of the passenger space values calculated in step Sc3, and divides the added value by the number of vehicles in the train 3 to calculate the planned average vehicle passenger weight value. Is calculated (step Sc5).

  The inverse distribution calculation unit 14c subtracts the predicted value of the passenger weight getting off corresponding to “car 1” from the vehicle passenger weight value read from the “car 1” sub-item of “vehicle passenger weight” of the record 101. The vehicle passenger weight value after getting off is calculated. The inverse distribution calculating unit 14c subtracts the vehicle passenger weight value after the passenger gets off for the calculated "No. 1 car" from the calculated planned average vehicle passenger weight value, and obtains the value of the inverse distribution corresponding to "No. 1 car". calculate. The reverse distribution calculation unit 14c calculates the values of the reverse distribution corresponding to “No. 2 car” and “No. 3 car” for “No. 2 car” and “No. 3 car” as well as “No. 1 car” (step Sc6). .

  If the calculations of step Sc5 and step Sc6 are made into equations, they can be expressed as the following equation (2).

Inverse distribution of vehicle passenger weight value after passengers get off = ((total value of vehicle passenger weight value-total value of predicted value of passenger weight on getting off) + total value of passenger weight value on boarding / exiting space) / number of vehicles-(each vehicle Vehicle passenger weight value-predicted value of passenger weight getting off each vehicle) (2)

  Based on all the records detected by the unloading passenger weight prediction unit 18, the predicted values of the unloading passenger weight obtained by calculating the average value of the unloading passenger weight values are “No. 1 car”, “No. 2 car”, “ It is assumed that “100 kg, 300 kg, 200 kg” for each of the “No. 3 car”. In this case, an example of calculating the inverse distribution of the vehicle passenger weight value after the passenger getting off using the record 101 and the record 201 will be described.

  From the record 101 shown in FIG. 5, the total value of the vehicle passenger weight value is “500 + 800 + 400 = 1700 kg”. The total value of the predicted values of the passenger weight getting off is “100 + 300 + 200 = 600 kg”. When the total value of the estimated passenger weight is subtracted from the total value of the vehicle passenger weight value, “1700−600 = 1100 kg” is obtained.

  From the record 201 shown in FIG. 6, the total value of the passenger weight values for the passengers in the entry / exit space is “300 + 300 + 400 = 1000 kg”. When the subtraction value obtained by subtracting the total value of the predicted passenger weight of the getting-off passenger weight from the total value of the vehicle passenger weight value and the total value of the passenger weight value for the getting-on / off space are added, “1100 + 1000 = 2100 kg” is obtained. Since the number of vehicles in the train 3 is “3”, the planned average vehicle passenger weight value is “2100/3 = 700 kg”.

  When the predicted value of the corresponding passenger weight is subtracted from each of the vehicle passenger weight values of “No. 1 car”, “No. 2 car”, and “No. 3 car” of the record 101, “500-100 = 400 kg”, “800-300”, respectively. = 500 kg "and" 400-200 = 200 kg ". This “400 kg, 500 kg, 200 kg” is the distribution of vehicle passenger weight values after the passengers get off.

  By subtracting “400 kg”, “500 kg”, and “200 kg” corresponding to each of “No. 1 car”, “No. 2 car”, and “No. 3 car” from the planned average vehicle passenger weight value “700 kg”, “300 kg” “200 kg” and “500 kg”. The distribution of “300 kg, 200 kg, 500 kg” is the reverse distribution of the distribution of “400 kg, 500 kg, 200 kg”, which is the distribution of the vehicle passenger weight value after the passenger gets off.

  The inverse distribution calculation unit 14c adds the station name information and direction information of the next stop station to the calculated inverse distribution information and outputs the information to the output unit 15. Here, it is assumed that information on the station name “B station” and information on the direction “downward” are added. The output unit 15 generates, for example, the image information 303 illustrated in FIG. 19 based on the information on the inverse distribution output by the inverse distribution calculation unit 14c, the information on the station name, and the information on the direction. The output unit 15 transmits the generated image information 303 to the station corresponding to the station name information added to the inverse distribution information, that is, the information transmitting / receiving device 53B of the B station through the transmitting / receiving unit 10 (step Sc7).

  The information transmitting / receiving device 53B receives the image information 303, and outputs the received image information 303 to the display device 55B. The display device 55B displays the image information 303 on the screen.

  FIG. 20 is a graph in which the subtraction value obtained by subtracting the predicted value of the passenger weight getting off from the vehicle passenger weight value of the record 101, that is, the vehicle passenger weight value after the passenger gets off the vehicle. As described above, since the subtraction value is “400 kg, 500 kg, 200 kg”, the shape indicated by the broken line is an upwardly convex shape. On the other hand, the shape shown by the broken line shown in FIG. 19 is a downward convex shape, and the two shapes are symmetrical with respect to the Y axis when the horizontal direction of the drawing is the Y axis. The shape is related. Therefore, the distribution shown in FIG. 19 shows the inverse distribution of the distribution of the vehicle passenger weight value after the passenger getting off shown in FIG.

  For example, a station staff at B station or a passenger waiting at B station refers to the image information 303 displayed on the screen of the display device 55B, and the boarding spaces 51B-1D and 51B-2D at that point in B station are as follows. , 51B-3D is visually confirmed and compared with the graph of the image information 300. As shown in the record 201 shown in FIG. 6, the passenger space values of the getting-on / off spaces 51B-1D, 51B-2D, 51B-3D are “300 kg, 300 kg, 400 kg”. Therefore, it is assumed that 5 to 6 adults are lined up in each of the getting-on / off spaces 51B-1D, 51B-2D, 51B-3D.

  In the graph of the image information 303, there are many passengers lined up in the boarding space 51B-2D and few passengers lined up in the boarding space 51B-3D with respect to station staff at the B station and passengers waiting at the B station. To make you aware. Then, by causing the station staff at station B to be aware of this, the station staff at station B is caused to act to urge passengers who are lined up in the boarding space 51B-2D to move to the boarding space 51B-3D. It also becomes. In addition, when the passengers lined up in the boarding / alighting space 51B-2D at the station B are made aware, the passengers themselves move to the boarding / alighting space 51B-3D. As a result, the distribution of passengers waiting to get on the vehicles 30-1, 30-2, 30-3 can be changed, and the vehicles 30-1, 30-2, 30 after the passengers get on are changed. -3 passenger weight can be made uniform.

  In the configuration of the third embodiment, the output unit 15 may generate the image information 304 shown in FIG. 21 instead of the image information 303 shown in FIG. The image information 304 shown in FIG. 20 is from “300 kg, 200 kg, 500 kg”, which is an inverse distribution of the vehicle passenger weight value after getting off the passenger, to “300 kg, 300 kg, 400 kg”, which is the passenger space value of the entry / exit space shown in the record 201 of FIG. The image information includes a graph showing the weight values of “0 kg, −100 kg, 100 kg” obtained by subtracting “.”.

  The graph of the image information 304 shown in FIG. 21 shows the distribution of excess / deficiency weight values of waiting passengers. For example, a passenger waiting in a boarding space 51B-2D in the downward direction of station B with reference to the graph shown in the image information 304 is "-100 kg" in the boarding space 51B-2D where the passengers are lined up. Therefore, it can be known that 100 kg has already been exceeded. In other words, a passenger waiting in the boarding / exiting space 51B-2D can know before getting on the train 3 that it will be very crowded when getting on the vehicle 30-2 of the arriving train 3. Furthermore, the graph of the image information 304 indicates that the boarding / exiting space 51B-3D has a margin of “100 kg”. Therefore, by showing the graph, it is possible to prompt the passenger waiting in the boarding / exiting space 51B-2D to move to the boarding / exiting space 51B-3D. Further, the graph of the image information 304 causes the station staff at the station B to notice the same as the graph of the image information 303.

  With the configuration of the third embodiment described above, in the passenger weight equalization support device 1c, the unloading passenger weight storage unit 19 dismounts the total weight value of the passengers who got off in the boarding spaces 51B-1D, 51B-2D, 51B-3D. It memorize | stores for every vehicle 30-1, 30-2, 30-3 corresponding to boarding / alighting space 51B-1D, 51B-2D, 51B-3D as a passenger weight value. The getting-off passenger weight prediction unit 18 is based on the getting-off passenger weight value for each of the vehicles 30-1, 30-2, and 30-3 stored in the getting-off passenger weight storage unit 19, and the vehicle 30 when the train arrives at the stop station. The predicted value of the passenger weight getting off is calculated for each of -1, 30-2 and 30-3. The inverse distribution calculation unit 14c includes a vehicle passenger weight value, a predicted value of the getting-off passenger weight for each of the vehicles 30-1, 30-2, and 30-3 calculated by the getting-off passenger weight prediction unit 18, Based on the above, the inverse distribution is calculated. Accordingly, it is possible to calculate the inverse distribution of the vehicle passenger weight value more accurately in consideration of the weight of passengers getting off at the stop station, and by presenting the calculated inverse distribution to passengers and station staff, Therefore, the distribution of the passengers waiting to be changed is changed, so that the passengers can equalize the weight of the passengers for each vehicle after getting on and off.

  In the process of FIG. 18 of the third embodiment, the order of the processes of steps Sc2, Sc3, and Sc4 may be changed.

(Another configuration example of the third embodiment)
In the configuration of the third embodiment, the getting-off passenger weight prediction unit 18 calculates the average value of the getting-off passenger weight values of all the detected records as a predicted value in step Sc4. The configuration of the invention is not limited to the embodiment. For example, the passenger weight equalization support apparatus 1c of the third embodiment may be replaced with a passenger weight equalization support apparatus 1d as shown in FIG.

  The passenger weight equalization support device 1d is further provided with an abnormality information storage unit 20 in addition to the configuration provided in the passenger weight equalization support device 1c, and is replaced with the disembarkation passenger weight prediction unit 18 and the disembarkation passenger weight prediction unit 18d. Is provided.

  The abnormality information storage unit 20 has the data configuration shown in FIG. 23, and includes “abnormality occurrence date”, “abnormality occurrence time”, “abnormal convergence time”, “point”, “direction”, and “delayed train name”. And “abnormality type”. In the item “abnormality occurrence date”, date information when an abnormality occurs is written. In the item “abnormality occurrence time”, information on the time when the abnormality occurred is written. In the “abnormal convergence time” item, information on the time when the abnormality has converged is written. In the “point” item, information on a section or a station where an abnormality has occurred is written. In the “direction” item, information on the direction indicating whether an abnormality has occurred in the upward direction or the downward direction is written. In the item of “delayed train name”, information on the train name of the train 3 that has been delayed due to an abnormality is written. In the item “abnormality type”, information indicating the type of abnormality, for example, information such as a signal failure or a storm is written.

  The getting-off passenger weight prediction unit 18d receives the prediction value calculation request from the inverse distribution calculation unit 14c, refers to the contents of the items of "train name", "departure time", and "direction" in the getting-off passenger weight storage unit 19, All records having the same content as the train information included in the predicted value calculation request are detected. The passenger weight prediction unit 18d gets off the contents of the items of “date”, “train name”, “direction” of the detected record, “abnormality date”, “delayed train name”, “direction” in the abnormality information storage unit 20. Is determined whether or not the detected record is a record of the day when the abnormality occurred.

  The getting-off passenger weight prediction unit 18d removes the record of the day when the abnormality occurred from the detected record based on the determination result, and uses the average value of the getting-off passenger weight value included in the remaining records as a predicted value. calculate. Thereby, since the record of the day when abnormality occurred can be excluded, the more accurate predicted value of the passenger weight can be calculated.

  In addition, the passenger weight prediction unit 18d gets off the contents of the “date”, “train name”, and “direction” items of the detected record, “abnormality date”, “delayed train name” in the abnormality information storage unit 20, In addition to the coincidence with the contents of the “direction” item, the contents of the “departure time” item of the detected record, and the “abnormality occurrence time” and “abnormal convergence time” items of the abnormality information storage unit 20 Whether or not the detected record is a record in a time zone in which an abnormality has occurred may be determined based on the contents of For example, the time indicated by the item of “abnormal occurrence time” and the item of “abnormal convergence time” is included between the time of the item of “departure time” and the time of adding a certain time, or When they overlap, the record may be determined to be a record in a time zone in which an abnormality has occurred. By doing in this way, the exact predicted value of alighting passenger weight can be calculated further.

  If the record in the vehicle passenger weight storage unit 12 to be processed by the inverse distribution calculation unit 14c is a record when an abnormality has occurred, the getting-off passenger weight prediction unit 18d In addition, the average value of the passenger weight value of getting off may be calculated as the predicted value using only the record when the abnormality has occurred. Thereby, based on the record at the time of occurrence of an abnormality, it is possible to calculate an accurate predicted value of the passenger weight when the abnormality occurs.

  In the configuration of the third embodiment, the getting-off passenger weight prediction unit 18 may narrow down the records to be detected as follows in order to calculate a more accurate estimated value of the getting-off passenger weight. Good.

  For example, when the inverse distribution calculation unit 14c performs processing on the record 101, the date and time information of the time stamp information included in the record 101 is further added to the predicted value calculation request, and the passenger weight prediction unit 18 is added. Output. The getting-off passenger weight prediction unit 18 includes, for example, a time measuring unit that detects the day of the week using calendar information. The time counting unit determines the day of the week of the time stamp information included in the predicted value calculation request. For example, the date of the same day of the week in the past several months is detected. The getting-off passenger weight prediction unit 18 detects a record from the getting-off passenger weight storage unit 19 that matches the train information included in the predicted value calculation request and matches the detected date. And the alighting passenger weight estimation part 18 may calculate the predicted value of alighting passenger weight based on the detected record. By doing in this way, the predicted value based on the tendency of the alighting passenger weight value on the same day can be calculated.

  In addition, the target to be narrowed down is a record with the same train information, and is not limited to a record on the same day of the week. In railways and the like, timetables are often divided between weekdays and holidays, and it is assumed that the tendency of the weight of passengers getting off differs depending on whether the timetables match. Therefore, if the date of the time stamp information included in the predicted value calculation request indicates a weekday as a target to be narrowed down, the train information matches and the weekday record is detected and included in the predicted value calculation request If the date of the time stamp information indicates a holiday, the train information may be a record that matches and the holiday record may be detected. Thereby, the predicted value based on the tendency of the passenger weight value of the train 3 traveling on the same operation route and the same timetable on each weekday or holiday can be calculated.

  The getting-off passenger weight prediction unit 18 does not include all records in which all pieces of information of “train name”, “direction”, and “departure time” of the train information included in the predicted value calculation request match, but “departure time”. A record including a departure time whose time zone matches the time indicated by may be detected. For example, if the “departure time” information in the predicted value calculation request indicates the morning time, all records with the departure time in the morning are detected, and the “departure time” information in the predicted value calculation request is If the time is in the afternoon, all records whose departure time is in the afternoon may be detected. Moreover, you may make it the alighting passenger weight estimation part 18 detect all the records in which departure time is included in the time slot | zone about 1 hour before and behind "departure time" of a predicted value calculation request | requirement.

  Moreover, the getting-off passenger weight prediction unit 18 does not refer to the “departure time” of the train information included in the predicted value calculation request, and detects all records in which the items of “train name” and “direction” match. It may be.

  Moreover, you may make it apply the structure using the predicted value of the alighting passenger weight of said 3rd Embodiment to 2nd Embodiment. When applied to the example shown in the second embodiment, the inverse distribution calculation unit 14b uses the “vehicle passenger weight” records “vehicle 1”, “car 2”, “ Obtained by subtracting the predicted value of the passenger weight getting off for each corresponding vehicle 30-1, 30-2, 30-3 from each of the vehicle passenger weight values written in the sub-item of "No. 3 car" The inverse distribution is calculated based on the three subtraction values.

  For example, when the predicted value “100 kg, 300 kg, 200 kg” of the getting-off passenger weight calculated by the getting-off passenger weight prediction unit 18 in the third embodiment is applied to “500 kg, 800 kg, 400 kg” of the record 101 in FIG. , 500 kg, 200 kg ”. The inverse distribution calculation unit 14b calculates the inverse distribution “100 kg, 0 kg, 300 kg” based on “400 kg, 500 kg, 200 kg”. For example, when an arbitrary constant value is “100 kg”, “2: 1 : 4 "ratio can be calculated.

(Fourth embodiment)
FIG. 24 is a block diagram illustrating a configuration of a passenger weight equalization support apparatus 1e according to the fourth embodiment. In the fourth embodiment, the same components as those in the first, second, and third embodiments are denoted by the same reference numerals, and different configurations will be described below. In addition, the configuration of the passenger weight equalization support system in the fourth embodiment is such that only the passenger weight equalization support device 1 of the passenger weight equalization support system S shown in FIG. 1 is replaced with the passenger weight equalization support device 1e. It is a configuration.

  The passenger weight equalization support device 1e includes a transmission / reception unit 10, an information acquisition unit 11e, a vehicle passenger weight storage unit 12, a passenger space passenger weight storage unit 13, an inverse distribution calculation unit 14e, an output unit 15, a passenger weight history storage unit 17, A vehicle passenger weight prediction unit 21 and an operation schedule information storage unit 22 are provided.

  The information acquisition unit 11e has the same configuration as the information acquisition unit 11. However, when the information acquisition unit 11e takes in new vehicle passenger weight information and writes it in the vehicle passenger weight storage unit 12, the vehicle passenger weight The information acquisition notification including the train name information of the train information included in the information is not output to the inverse distribution calculation unit 14.

  The inverse distribution calculation unit 14e includes an internal timer and a time measuring unit that outputs time stamp information of the date and time when the request is received. Further, the inverse distribution calculation unit 14e is based on the predicted value of the vehicle passenger weight calculated by the vehicle passenger weight prediction unit 21 and the latest information on the passenger space value of the boarding / alighting space passenger memory unit 13 sequentially stores. The inverse distribution of the predicted value of the vehicle passenger weight in consideration of the passenger space value at the boarding / exiting space at the stations 5A, 5B, 5C,.

  The vehicle passenger weight prediction unit 21 calculates a predicted value of the vehicle passenger weight based on the history information regarding the vehicle passenger weight stored in the passenger weight history storage unit 17. The operation schedule information storage unit 22 stores in advance information on operation schedules of all trains 3, for example, train information of all trains 3 for each year and date, and information on timetables of the trains 3.

(Processing by the passenger weight equalization support device of the fourth embodiment)
FIG. 25 is a flowchart showing the flow of processing by the inverse distribution calculation unit 14e, the output unit 15, and the vehicle passenger weight prediction unit 21 of the passenger weight equalization support apparatus 1e of the fourth embodiment.

  When the passenger weight equalization support apparatus 1e is activated, the inverse distribution calculation unit 14e activates a timer provided therein. For example, the timer is started so as to expire in 1 minute (step Se1).

  When the timer expires, the inverse distribution calculating unit 14e requests time counting means provided therein, and acquires time stamp information of the date and time at the time of the request (step Se2). The inverse distribution calculation unit 14e refers to the operation schedule information storage unit 22, and based on the acquired time stamp information, trains of all trains 3 within a certain time, for example, within 5 minutes, until reaching the next stop station. Information is detected (step Se3). The inverse distribution calculation unit 14e repeats the processing from Step Se4 to Se9 for all combinations of the detected train information and the station name information of the next stop station (loop Le1s).

  The inverse distribution calculation unit 14e outputs a predicted value calculation request including the train information and the station name information of the next stop station to the vehicle passenger weight prediction unit 21 (step Se4). The vehicle passenger weight prediction unit 21 refers to the passenger weight history storage unit 17 and matches all the contents of the items “train name”, “direction”, and “departure time” of the train information included in the predicted value calculation request. Detect records. The vehicle passenger weight prediction unit 21 includes the vehicle passenger weight representative value of the item in which the sub-item “vehicle passenger weight” of the detected record is the section immediately before the station name information of the next stop station, and the vehicle passenger. The contents of the item “vehicle number” corresponding to the weight representative value are read out.

  For example, it is assumed that the train information included in the predicted value calculation request is the train name “α”, the departure time “10:00:00”, the direction “downward”, and the station name information is “B station”. In this case, since the section immediately before the B station in the down direction is “A-B”, the vehicle passenger weight prediction unit 21 may, for example, select the vehicle of the item “A-B” from the record 400 shown in FIG. The passenger weight representative value “520 kg” and “No. 1 car” of the item “vehicle number” corresponding to the vehicle passenger weight representative value are read and loaded. By reading out from the records 401 and 402 in the same manner, the vehicle passenger weight prediction unit 21 takes in the information of “No. 1 car, 520 kg”, “No. 2 car, 790 kg”, “No. 3 car, 440 kg”.

  In addition to the records 400, 401, and 402, when there are a plurality of corresponding records for different dates, the vehicle passenger weight prediction unit 21 detects all the corresponding records. The vehicle passenger weight prediction unit 21 selects a record having the same vehicle number from all the detected records, calculates an average value of the vehicle passenger weight representative values of the item “AB” of the selected record, and calculates a predicted value. And The vehicle passenger weight prediction unit 21 adds vehicle identification information corresponding to the calculated predicted value of the vehicle passenger weight and outputs a predicted value. The inverse distribution calculation unit 14e takes in the predicted value of the vehicle passenger weight to which the vehicle identification information output from the vehicle passenger weight prediction unit 21 is added, and calculates the total value of the acquired predicted value of the vehicle passenger weight (step Se5). .

  The inverse distribution calculating unit 14e refers to the boarding / exiting space passenger weight storage unit 13, the item “station name” matches the information of the station name of the next stop station, and “direction” is information on the direction included in the train information. , And the record closest to the year / month / day / time indicated by the acquired time stamp information is detected. The inverse distribution calculation unit 14e calculates the total value of the passenger boarding / leaving space passenger weight values included in the detected record of the passenger boarding / exiting space passenger weight storage unit 13 (step Se6).

  The inverse distribution calculation unit 14e adds the total value of the predicted values of the vehicle passenger weight calculated in step Se5 and the total value of the passenger space weight values calculated in step Se6, and adds the added value to the number of vehicles in the train 3. To calculate a planned average vehicle passenger weight value (step Se7).

  The inverse distribution calculation unit 14e subtracts each predicted value of the vehicle passenger weight from the calculated scheduled average vehicle passenger weight value, and arranges the subtracted values in the order of the vehicles 30-1, 30-2, 30-3, The inverse distribution of the predicted value of the vehicle passenger weight is calculated (step Se8).

  The inverse distribution calculation unit 14e adds the station name information and direction information of the next stop station to the calculated inverse distribution information and outputs the information to the output unit 15. The output unit 15 generates image information based on the information on the inverse distribution output by the inverse distribution calculation unit 14e, the information on the station name of the next stop station, and the information on the direction. The output unit 15 sends information to the information transmitting / receiving devices 53A, 53B, 53C,... Of the stations 5A, 5B, 5C,. The generated image information is transmitted (step Se9). When the processing of steps Se4 to Se9 is completed for all combinations of the detected train information and the information of the station name of the next stop station (loop Le1e), the inverse distribution calculation unit 14e returns the processing to step Se1, and again Start the timer.

  According to the fourth embodiment, in the passenger weight equalization support device 1e, the vehicle passenger weight prediction unit 21 is a vehicle passenger for each of the vehicles 30-1, 30-2, and 30-3 obtained from the train 3 that has already traveled. Based on the weight value, the inverse distribution calculation unit 14e calculates a predicted value of the vehicle passenger weight for each of the vehicles 30-1, 30-2, and 30-3 of the train 3 to be calculated as the inverse distribution. The inverse distribution calculation unit 14e calculates an inverse distribution based on the predicted value of the vehicle passenger weight for each of the vehicles 30-1, 30-2, and 30-3 calculated by the vehicle passenger weight prediction unit 21. Thereby, for example, even if there is a malfunction in the communication state with the train 3 and the vehicle passenger weight information cannot be received from the train 3, the vehicle passenger is based on the past vehicle passenger weight value information. A predicted value of weight can be calculated. Therefore, it is possible to calculate a reverse distribution of the distribution of the vehicle passenger weight value based on the calculated predicted value of the vehicle passenger weight, and to wait for a ride by presenting the calculated reverse distribution to the passengers and station staff. The distribution of passengers is changed, so that the weight of passengers for each vehicle after boarding can be made uniform.

  Moreover, if the history information regarding the vehicle passenger weight of sufficient quantity is memorize | stored in the passenger weight history memory | storage part 17, not only the train 3 of the structure shown in FIG. 2, but the weight sensors 31-1, 31-2, 31-3, it is possible to calculate a reverse distribution for a train having a general configuration that does not include the position detection device 34, the timing device 33, and the information transmission device 35.

  The passenger weight equalization support device 1e further includes the abnormality information storage unit 20 shown in FIG. 22, and the vehicle passenger weight prediction unit 21 detects abnormality information from the record detected from the passenger weight history storage unit 17. Based on the information stored in the unit 20, the predicted value of the vehicle passenger weight may be calculated except for the record when an abnormality has occurred. Thereby, since the record when abnormality has occurred can be excluded, a more accurate predicted value of the vehicle passenger weight can be calculated. On the other hand, when the train 3 whose reverse distribution is to be calculated is delayed due to an abnormality, for example, the vehicle passenger weight prediction unit 21 conversely uses only the record when the abnormality has occurred. A predicted value of the passenger weight may be calculated. Thus, an accurate predicted value of the vehicle passenger weight at the time of occurrence of the abnormality can be calculated based on the record when the abnormality has occurred.

  Further, the vehicle passenger weight prediction unit 21 may narrow down the records to be detected as follows in order to calculate a more accurate predicted value of the vehicle passenger weight.

  For example, the inverse distribution calculation unit 14e further adds the date information of the acquired time stamp information and outputs a predicted value calculation request to the vehicle passenger weight prediction unit 21. The vehicle passenger weight prediction unit 21 includes, for example, a time measuring unit that detects the day of the week using calendar information, and the time of day of the time stamp information included in the predicted value calculation request is determined by the time measuring unit. For example, the date of the same day of the week in the past several months is detected. The vehicle passenger weight prediction unit 21 detects, from the passenger weight history storage unit 17, a record that matches the train information included in the predicted value calculation request and matches the detected date. And vehicle passenger weight prediction part 21 may calculate a predicted value based on a vehicle passenger weight typical value contained in a record based on a detected record, for example. By doing in this way, the predicted value based on the tendency of the vehicle passenger weight value on the same day of the week can be calculated.

  In addition, the target to be narrowed down is a record with the same train information, and is not limited to a record on the same day of the week. In railroads and the like, the timetable is often divided between weekdays and holidays, and it is assumed that the tendency of the vehicle passenger weight varies depending on whether or not the timetables match. Therefore, if the date of the time stamp information included in the predicted value calculation request indicates a weekday as a target to be narrowed down, the train information matches and the weekday record is detected, and the predicted value calculation request If the date of the time stamp information included in the record indicates a holiday, the record may be a record in which the train information matches and a holiday record may be detected. Thereby, the predicted value based on the tendency of the vehicle passenger weight value of the train 3 traveling on the same operation route and the same timetable on each weekday or holiday can be calculated.

  In addition, the vehicle passenger weight prediction unit 21 does not include all records in which all pieces of information of “train name”, “direction”, and “departure time” of the train information included in the predicted value calculation request match, but “departure time”. A record including a departure time whose time zone matches the time indicated by may be detected. For example, if the “departure time” information in the predicted value calculation request indicates the morning time, all records with the departure time in the morning are detected, and the “departure time” information in the predicted value calculation request is If the time is in the afternoon, all records whose departure time is in the afternoon may be detected. In addition, the vehicle passenger weight prediction unit 21 may detect all records in which the departure time is included in a time zone of about 1 hour before and after the “departure time” of the predicted value calculation request.

  Further, the vehicle passenger weight prediction unit 21 detects all records in which the items of “train name” and “direction” match without referring to the “departure time” of the train information included in the predicted value calculation request. It may be.

  Moreover, in said passenger weight equalization assistance apparatus 1e, although the vehicle passenger weight prediction part 21 calculates the predicted value of a vehicle passenger weight with reference to the passenger weight history memory | storage part 17, the structure of this invention Is not limited to this embodiment. The vehicle passenger weight prediction unit 21 may predict the predicted value of the vehicle passenger weight based on the vehicle passenger weight information stored in the vehicle passenger weight storage unit 12.

  When the vehicle passenger weight storage unit 12 is used, the vehicle passenger weight prediction unit 21 refers to the time information included in the “time stamp” item of the vehicle passenger weight storage unit 12 in addition to the coincidence of train information. The records detected from the vehicle passenger weight storage unit 12 may be narrowed down. For example, in the vehicle passenger weight storage unit 12, the vehicle passenger weight prediction unit 21 has a time in the time zone of about 1 hour before and after the time indicated by the time stamp information acquired by the inverse distribution calculation unit 14e. You may make it detect the record shown by the time stamp information of an item.

  Moreover, similarly to the vehicle passenger weight predicting unit 21, the boarding space passenger weight predicting unit that calculates the predicted value of the boarding / exiting space passenger weight is provided, and the boarding / exiting space passenger weight storage unit 13 stores the same as the vehicle passenger weight value. You may make it predict a boarding / alighting space passenger weight value based on boarding / alighting space passenger weight information.

  In the configurations of the third and fourth embodiments described above, the getting-off passenger weight prediction units 18 and 18d and the vehicle passenger weight prediction unit 21 calculate an average value as a predicted value, but other than the average value. Other representative values such as mode value, median value, maximum value, minimum value, etc. may be calculated.

  In the process of FIG. 25 of the fourth embodiment, the process of step Se6 may be performed before steps Se4 and Se5.

(Another configuration example of the above embodiment)
In the first to fourth embodiments described above, in the train 3, the weight sensors 31-1, 31-2, 31-3 are configured to measure the vehicle passenger weight value as shown in FIG. Also, at the stations 5A, 5B, 5C,..., For example, in the case of the station 5B, the weight sensors 52B-1D, 52B-2D, and 52B-2D are configured to measure the passenger space values for the passengers getting on and off. On the other hand, instead of using the actually measured weight value, a configuration for estimating the weight value from the image information may be applied.

  For example, it replaces with the passenger weight equalization assistance apparatus 1 of 1st Embodiment shown in FIG. 4, and the passenger weight equalization assistance apparatus 1f shown in FIG. 26 is applied. In addition to the structure with which the passenger weight equalization assistance apparatus 1 is provided, the passenger weight equalization assistance apparatus 1f is further provided with the passenger weight estimation part 23, and is provided with the information acquisition part 11f instead of the information acquisition part 11. FIG.

  The passenger weight estimation unit 23 includes a storage area inside, and the internal storage area waits in, for example, a passenger boarding the vehicle 30-1,... Or a boarding space 51B-1D,. Information indicating the correlation between the image information obtained by photographing the passenger and the total weight value of the passenger photographed in the image information when the image information is photographed is stored in advance. The passenger weight estimation unit 23 captures image information, and based on the captured image information and information indicating the correlation stored in the internal storage area, the total weight value of passengers photographed in the image information Is estimated and output.

  Moreover, it replaces with the train 3 shown in FIG. 2, and applies the train 3f shown in FIG. The train 3f includes vehicles 30f-1, 30f-2, and 30f-3, and the vehicles 30f-1, 30f-2, and 30f-3 are the vehicles 30-1, 30-2, and 30- of the train 3, respectively. 3 are provided with cameras 36-1, 36-2, 36-3 and an information transmission device 35f in place of the weight sensors 31-1, 31-2, 31-3 and the information transmission device 35.

  Moreover, it replaces with the structure of the station 5B shown in FIG. 3, and the structure of the station 5fB shown in FIG. 28 is applied. The station 5fB includes a camera 56B-1D, 56B-2D, 56B-3D and an information transmission / reception device 53fB instead of the weight sensors 52B-1D, 52B-2D, 52B-2D and the information transmission / reception device 53B at the station 5B. is there.

  Each of the cameras 36-1, 36-2, and 36-3 in the train 3f shoots passengers in the vehicles 30f-1, 30f-2, and 30f-3, generates image information, and generates the image information. Vehicle identification information stored in advance is added and output to the information transmission device 35f. The information transmission device 35f generates vehicle passenger weight information including image information to which vehicle identification information is added, time stamp information, point information, and train information, and the generated vehicle passenger weight information is made uniform. It transmits to the support apparatus 1f.

  Each of the cameras 56B-1D, 56B-2D, and 56B-3D in the station 5fB captures passengers waiting in the boarding spaces 51B-1D, 51B-2D, and 51B-3D, generates image information, and generates the generated image information. Boarding / departure space identification information stored in advance is added to the information transmission / reception device 53fB. The information transmission / reception device 53fB generates passenger boarding weight information including image information to which boarding / exiting space identification information is added, time stamp information, and station name information, and uniformizes the passenger boarding weight information thus generated. It transmits to the support apparatus 1f.

  When the information acquisition unit 11 f of the passenger weight equalization support device 1 f receives the vehicle passenger weight information through the transmission / reception unit 10, the information acquisition unit 11 f outputs image information included in the vehicle passenger weight information to the passenger weight estimation unit 23. When the passenger weight estimation unit 23 receives the image information, the passenger weight estimation unit 23 estimates the total weight value of the passengers photographed in the image information, and outputs the estimated total passenger weight value to the information acquisition unit 11f as the vehicle passenger weight value. . When the information acquisition unit 11f receives the vehicle passenger weight value corresponding to all the image information included in the vehicle passenger weight information from the passenger weight estimation unit 23, the information acquisition unit 11f converts the image information of the vehicle passenger weight information into the corresponding vehicle passenger weight value. Instead, it is written and stored in the vehicle passenger weight storage unit 12.

  In addition, when the information acquisition unit 11f receives the boarding / exiting space passenger weight information through the transmission / reception unit 10, the information acquisition unit 11f outputs image information included in the boarding / exiting space passenger weight information to the passenger weight estimation unit 23. When the passenger weight estimation unit 23 receives the image information, the passenger weight estimation unit 23 estimates the total weight value of the passengers photographed in the image information, and outputs the estimated total weight value of the passengers to the information acquisition unit 11f as a boarding / exiting space passenger weight value. To do. When the information acquisition unit 11f receives from the passenger weight estimation unit 23 the boarding space passenger weight value corresponding to all the image information included in the boarding space passenger weight information, the information acquisition unit 11f obtains the image information of the boarding space passenger weight information. In place of the passenger weight value, it is written and stored in the boarding / alighting space passenger weight storage unit 13.

  With the above configuration, the weight value can be calculated based on the image information captured by the cameras 36-1, 36-2, 36-3, 56B-1D, 56B-2D, and 56B-3D. -1, 31-2, 31-3, 52B-1D, 52B-2D, 52B-2D, even in places where it can not be installed, the total weight value of passengers can be obtained. Therefore, the application range of the passenger weight equalization support system S can be expanded.

  The weight sensors 31-1, 31-2, 31-3, the weight sensors 52B-1D, 52B-2D, 52B-2D, the cameras 36-1, 36-2, 36-3, and the camera 56B-1D. , 56B-2D, 56B-3D may be used in combination. Therefore, the configuration of the stations 5A, 5B, 5C,... May be left as they are, and all the trains 3 may be replaced with the train 3f, or the configuration of all the stations 5A, 5B, 5C,. May be replaced with stations 5fA, 5fB, 5fC,..., Any of a plurality of existing trains 3 may be replaced with a train 3f, or among a plurality of existing stations 5A, 5B, 5C,. Any one of the stations 5fA, 5fB, 5fC,... May be replaced.

  In the configurations of the first to fourth embodiments described above, the number of trains 3 and 3f in operation is assumed to be plural, but it is sufficient that at least one train exists.

  In the configurations of the first to fourth embodiments described above, the number of trains 3 and 3f is three. However, any number of vehicles can be used as long as the number of vehicles is two or more. There may be.

  Further, the stations 5A, 5B, 5C,... Shown in FIG. 1 are all stations other than the starting station and the ending station, and the number of the stations 5A, 5B, 5C,. However, in one case, the configuration of the station where the train 3 stops is the configuration of three stations: the first station, the middle station, and the last station.

  In the configurations of the first to fourth embodiments described above, the storage areas inside the information transmission devices 35 and 35f of the trains 3 and 3f store the train information in advance, but every time they arrive at the terminal station. In addition, it is necessary to rewrite and update train information. Therefore, the information transmission devices 35 and 35f may be connected to a database or the like that stores operation schedule information stored in an external server device to acquire the latest train information.

  In the configurations of the first to fourth embodiments described above, the information transmission devices 35 and 35f of the trains 3 and 3f acquire the position information of the trains 3 and 3f from the position detection device 34. Train 3 corresponding to the time stamp information based on the operation schedule information and the time stamp information acquired from the time measuring device 33, connected to a database or the like that stores the operation schedule information stored in the external server device , 3f may be detected. By doing in this way, for example, even if a defect occurs in the GPS of the position detection device 34, it becomes possible to detect the points of the trains 3 and 3f although the accuracy is lower than that of the GPS.

  Further, in the configurations of the first to fourth embodiments described above, when receiving the request, the position detection device 34 of the trains 3 and 3f is based on the position information indicating the position acquired from the GPS and the map information. The station information indicating either the station name of the station where the vehicle is stopped or the section between the stations is output. In addition to this, the position detection device 34 is connected to a database or the like that stores operation schedule information stored in an external server device, and detects a station that passes when the trains 3 and 3f are express trains or the like. For example, if station B does not stop and the next station to stop is station C, even if trains 3 and 3f exist in the vicinity of station B, “B station "Is not output, but is output as" AC ", it can be applied to the trains 3 and 3f having the passing station.

  Further, in the configurations and the like of the first to fourth embodiments described above, the trains 3 and 3f of the railway are targeted, but each vehicle has a connection bus or the like connecting vehicles equipped with doors on which passengers get on and off. You may apply to the connection vehicle of.

  In the configurations of the first to fourth embodiments described above, the inverse distribution calculation units 14, 14b, and 14c acquire information for notifying that new vehicle passenger weight information has been acquired from the information acquisition units 11 and 11f. The process is started upon notification, and the inverse distribution calculation unit 14e starts processing upon the expiration of the internal timer, but the configuration of the present invention is not limited to this embodiment. For example, the information acquisition units 11, 11e, and 11f may output an information acquisition notification at a timing when new boarding / exiting space passenger weight information is acquired. However, in this case, the train information is not included in the boarding / exiting space passenger weight information, so the information acquisition units 11 and 11f are based on the station name information, for example, an operation schedule stored in an external server device. It is necessary to provide means for connecting to a database or the like for storing information and detecting train information of the next trains 3 and 3f that stop at the station. Further, as the timing at which the inverse distribution calculation units 14, 14b, and 14c start processing, the processing may be started at a timing at which an internal timer such as the inverse distribution calculation unit 14e expires.

  In the configurations of the first to fourth embodiments, the information transmission devices 35 and 35f and the information transmission / reception devices 53A, B, C,..., 53fA, 53fB, 53fC,. It expires every minute, but it is not limited to 1 minute, it may be a shorter time or a longer time, and the value of the timer may be different for each train 3, 3f, The timer value may be different for each of the stations 5A, 5B, 5C,..., 5fA, 5fB, 5fC,.

  In the configurations of the first to fourth embodiments described above, the display devices 55A, 55B, 55C,... Installed at the stations 5A, 5B, 5C,. The configuration of is not limited to the embodiment. For example, you may make it display on the screen of portable terminals, such as a smart phone and a tablet which a passenger and a station employee carry. Further, as the installation location of the liquid crystal display, in order to install the liquid crystal display in an easy-to-view place for the passengers in the upward direction and the downward direction, the liquid crystal displays in the upward direction and the downward direction may be separately installed. Moreover, when the platform 50A, 50B, 50C, ... is provided with the platform door for every boarding space, you may make it install a liquid crystal display in each platform door. Further, when the image information 300, 301, 302, 303, 304 is displayed on the liquid crystal display for each platform door, the color of the graph corresponding to the position of the platform door is emphasized with a color different from other graphs. It is also possible to make it easier to understand by displaying it.

  In the configurations of the first to fourth embodiments described above, the image information 300, 301, 302, 303, 304 based on the calculated inverse distribution is presented to station staff and passengers. It may be made public and provided to other than station staff and passengers.

  You may make it implement | achieve the passenger weight equalization assistance apparatus 1,1b, 1c, 1d, 1e, 1f in embodiment mentioned above with a computer. In that case, a program for realizing this function may be recorded on a computer-readable recording medium, and the program recorded on this recording medium may be read into a computer system and executed. Here, the “computer system” includes an OS and hardware such as peripheral devices. The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time, like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory inside a computer system serving as a server or a client in that case may be included and a program held for a certain period of time. Further, the program may be a program for realizing a part of the above-described functions, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system. You may implement | achieve using programmable logic devices, such as FPGA (Field Programmable Gate Array).

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes designs and the like that do not depart from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Passenger weight equalization assistance apparatus 10 Transmission / reception part 11 Information acquisition part 12 Vehicle passenger weight storage part 13 Boarding / alighting space passenger weight storage part 14 Reverse distribution calculation part 15 Output part

In order to solve the above problem, one aspect of the present invention is a vehicle that stores, for each vehicle, a total weight value for each vehicle of a passenger who rides on a connected vehicle in which a plurality of vehicles are connected as a vehicle passenger weight value. A passenger weight storage unit, a reverse distribution calculation unit that reads out the vehicle passenger weight value for each vehicle from the vehicle passenger weight storage unit, calculates an inverse distribution of the distribution indicated by the read vehicle passenger weight value, and the inverse An output unit that outputs the inverse distribution calculated by the distribution calculation unit as a distribution of the passengers that waits in the boarding / exiting space for each vehicle at the stop station where the connected vehicle stops next, and the boarding / exiting space of the stop station and a passenger space passenger weight storage unit that stores for each of the passenger space the total weight value of the passenger to wait as passenger space passenger weight values in each, the inverse min The calculation unit adds the vehicle passenger weight value for each vehicle of the coupled vehicle and the boarding / alighting space passenger weight value of the boarding / alighting space for each vehicle at the stop station, and adds the added value of the coupled vehicle. Dividing by the number of vehicles to calculate the scheduled average vehicle passenger weight value, from the calculated average average vehicle passenger weight value, a plurality of subtraction values obtained by subtracting each of the vehicle passenger weight values for each vehicle, The passenger weight equalization support apparatus is characterized in that a distribution shown side by side for each vehicle is the inverse distribution .

Further, according to one aspect of the present invention, a vehicle passenger weight storage unit that stores, as a vehicle passenger weight value, a total weight value for each vehicle of a passenger who rides on a connected vehicle in which a plurality of vehicles are connected, and for each vehicle, An inverse distribution calculation unit that reads out the vehicle passenger weight value for each vehicle from the vehicle passenger weight storage unit and calculates an inverse distribution of the distribution indicated by the read vehicle passenger weight value, and the inverse distribution calculation unit calculates An output unit that outputs the inverse distribution as a distribution of the passengers waiting in a boarding / exiting space for each vehicle at a stop station where the connected vehicle stops next, and the inverse distribution calculating unit includes the vehicle passenger weight A plurality of values obtained by adding a predetermined value arbitrarily to each of a plurality of subtraction values obtained by subtracting each of the vehicle passenger weight values for each vehicle from the maximum value, The distribution shown by a ratio side by preparative an occupant weight equalizing support device, characterized in that said inverse distribution.

Further, according to one aspect of the present invention, a vehicle passenger weight storage unit that stores, as a vehicle passenger weight value, a total weight value for each vehicle of a passenger who rides on a connected vehicle in which a plurality of vehicles are connected, and for each vehicle, An inverse distribution calculation unit that reads out the vehicle passenger weight value for each vehicle from the vehicle passenger weight storage unit and calculates an inverse distribution of the distribution indicated by the read vehicle passenger weight value, and the inverse distribution calculation unit calculates An output unit that outputs the inverse distribution as a distribution of the passengers waiting in a boarding / exiting space for each vehicle at a stop station where the connected vehicle stops next, and the vehicle passenger for each vehicle of the connected vehicle that has already traveled Based on the weight value, the inverse distribution calculation unit includes a vehicle passenger weight prediction unit that calculates a predicted value of the vehicle passenger weight for each of the vehicles of the plurality of trains to be calculated as an inverse distribution, Conversely distribution calculation unit, on the basis of the predicted value of the vehicle passenger weight of each of the vehicle in which the vehicle passenger weight prediction unit calculates a passenger weight equalizing support device and calculates the inverse distribution.

Moreover, one aspect of the present invention includes an abnormality information storage unit that stores information when an abnormality occurs in the invention described above, and the getting-off passenger weight prediction unit stores information stored in the abnormality information storage unit. Based on the above, it is determined whether the getting-off passenger weight stored in the getting-off passenger weight storage unit is the getting-off passenger weight when an abnormality has occurred, and the inverse distribution calculating unit If an abnormality in the connection vehicle that the calculation of the target has not occurred, to calculate the predicted value of the getting-off passenger weight, based on the alighting passenger weight when the abnormality was not been generated, the inverse distribution calculation unit However, when an abnormality has occurred in the connected vehicle that is the object of calculation of the inverse distribution, the predicted value of the unloading passenger weight is calculated based on the unloading passenger weight when the abnormality has occurred. Also good.

Another embodiment of the present invention is the invention described above, receives the image information the image pickup device provided in each vehicle is generated by shooting in the vehicle, based on the received image information, the on the vehicle of each of the combination vehicle calculates a total weight value of each of the vehicle of the passenger riding the vehicle passenger total weight value for each calculated the vehicle as the vehicle occupant weight value for each of the vehicle You may make it provide the passenger weight estimation part written in a weight memory | storage part.

In addition, according to one aspect of the present invention, a total weight value for each vehicle of a passenger who rides on a connected vehicle in which a plurality of vehicles are connected is stored as a vehicle passenger weight value in a vehicle passenger weight storage unit for each vehicle. The vehicle passenger weight value for each vehicle is read from the vehicle passenger weight storage unit, the inverse distribution of the distribution indicated by the read vehicle passenger weight value is calculated, and the calculated inverse distribution is Output as the distribution of the passengers waiting in the boarding / exiting space for each vehicle at the stop station where the vehicle stops, and the boarding / exiting space as the total weight value of the passengers waiting in each of the boarding / exiting spaces at the stop station Store in the passenger space storage unit for storing and getting on and off for each vehicle, the vehicle passenger weight value for each vehicle of the connected vehicle, and the vehicle at the stop station Add the boarding / exiting space passenger weight value of the boarding / exiting space for each vehicle, calculate the planned average vehicle passenger weight value by dividing the added value by the number of vehicles of the connected vehicle, and calculate the planned average vehicle passenger weight A passenger weight equalization support , wherein a distribution showing a plurality of subtraction values obtained by subtracting each of the vehicle passenger weight values for each vehicle from each value is arranged for each of the vehicles as the inverse distribution. Is the method.

Claims (10)

A vehicle passenger weight storage unit that stores, as a vehicle passenger weight value, a total weight value for each vehicle of passengers who ride on a connected vehicle in which a plurality of vehicles are connected, and for each vehicle,
An inverse distribution calculation unit that reads out the vehicle passenger weight value for each vehicle from the vehicle passenger weight storage unit, and calculates an inverse distribution of the distribution indicated by the read vehicle passenger weight value;
An output unit that outputs the inverse distribution calculated by the inverse distribution calculation unit as a distribution of the passengers that waits in a boarding / exiting space for each vehicle at a stop station where the coupled vehicle stops next, and
A passenger weight equalization support apparatus comprising: A boarding / unloading space passenger weight storage unit that stores the total weight value of the passengers waiting in each of the boarding / exiting spaces at the stop station as the boarding / exiting space passenger weight value for each boarding / exiting space;
The inverse distribution calculator is
The vehicle passenger weight value for each vehicle of the coupled vehicle and the boarding / alighting space passenger weight value of the boarding / alighting space for each vehicle at the stop station are added, and the added value is divided by the number of vehicles of the coupled vehicle. A plurality of subtracted values obtained by subtracting each of the vehicle passenger weight values for each vehicle from the calculated average scheduled passenger weight value for each vehicle, The passenger weight equalization support apparatus according to claim 1, wherein the distribution shown side by side is the inverse distribution. The inverse distribution calculator is
A plurality of values obtained by adding a fixed value arbitrarily determined to each of a plurality of subtraction values obtained by subtracting each of the vehicle passenger weight values for each vehicle from the maximum value of the vehicle passenger weight value. The passenger weight equalization support device according to claim 1, wherein a distribution that is arranged for each vehicle and indicated by a ratio is the inverse distribution. The vehicle passenger weight storage unit is
The total weight value for each of the passengers in the vehicle on each of the connected vehicles is sequentially stored as the vehicle passenger weight value for each vehicle according to the travel of the connected vehicle,
The inverse distribution calculator is
The passenger weight equalization according to any one of claims 1 to 3, wherein the inverse distribution is calculated based on the vehicle passenger weight value stored in the vehicle passenger weight storage unit most recently. Support device. Based on the vehicle passenger weight value for each vehicle of the connected vehicle that has already traveled, the inverse distribution calculation unit calculates the predicted value of the vehicle passenger weight for each vehicle of the plurality of trains to be calculated for inverse distribution A vehicle passenger weight prediction unit
The inverse distribution calculator is
The said inverse distribution is calculated based on the predicted value of the said vehicle passenger weight for every said vehicle which the said vehicle passenger weight estimation part calculates. The any one of Claims 1-3 characterized by the above-mentioned. Passenger weight equalization support device. A total weight value of the passengers getting off in the getting-on / off space is used as a getting-off passenger weight value, and a getting-off passenger weight storage unit is stored for each vehicle corresponding to the getting-on / off space,
Alighting passenger weight for calculating a predicted value of alighting passenger weight for each vehicle when the connected vehicle arrives at the stop station, based on the weighting passenger weight value for each vehicle stored in the unloading passenger weight storage unit A prediction unit;
The inverse distribution calculator is
6. The reverse distribution is calculated based on the vehicle passenger weight value and the predicted value of the getting-off passenger weight for each vehicle calculated by the getting-off passenger weight prediction unit. The passenger weight equalization support apparatus according to any one of the above. The connected vehicle travels according to a predetermined timetable on a predetermined operation route,
The getting-off passenger weight prediction unit
The connected vehicle that has traveled the same operation route as the target connected vehicle that is the target of calculation of the reverse distribution by the inverse distribution calculation unit, or the same operation route as the target connected vehicle at the same time The connected vehicle that was traveling according to the table, or the vehicle corresponding to the connected vehicle that was traveling along the same timetable on the same day of the week as the target connected vehicle The passenger weight equalization support device according to claim 6, wherein a predicted value of the getting-off passenger weight is calculated based on the getting-off passenger weight value. An abnormality information storage unit that stores information when an abnormality occurs,
The getting-off passenger weight prediction unit
Based on the information stored in the abnormality information storage unit, when there is no abnormality in the connected vehicle that is the target of calculation of the inverse distribution by the inverse distribution calculation unit, the getting off when no abnormality has occurred When a predicted value of the alighted passenger weight is calculated based on a passenger weight, and an abnormality occurs in the connected vehicle that is the target of the reverse distribution calculation by the inverse distribution calculation unit, an abnormality has occurred 8. The passenger weight equalization support device according to claim 6 or 7, wherein a predicted value of the getting-off passenger weight is calculated based on the getting-off passenger weight. The imaging device provided for each vehicle receives image information generated by photographing the inside of the vehicle, calculates a total weight value of passengers for each vehicle based on the received image information, and calculates the calculated vehicle The passenger weight estimation part which writes the said passenger total weight value into the said vehicle passenger weight memory | storage part as the said vehicle passenger weight value is provided. The passenger weight uniform of any one of Claims 1-8 characterized by the above-mentioned. Support device. As a vehicle passenger weight value, the total weight value for each vehicle of passengers who ride on a connected vehicle in which a plurality of vehicles are connected is stored in the vehicle passenger weight storage unit for each vehicle,
Read the vehicle passenger weight value for each vehicle from the vehicle passenger weight storage unit, calculate the inverse distribution of the distribution indicated by the read vehicle passenger weight value,
The calculated inverse distribution is output as a distribution of the passengers waiting in a boarding / exiting space for each vehicle at a stop station where the connected vehicle stops next.

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