JP2021049813A - Train boarding rate management system and train boarding rate management method - Google Patents

Abstract

To provide a method which accurately calculates a boarding rate of a vehicle that organizes a train independently of environmental conditions such as season, time zone and vehicle number.SOLUTION: A train boarding rate management system comprises a counting part, a measuring part, a congestion state estimation part, a boarding person number estimation part, a calculation part and a storage part. The counting part counts a first boarding person number as a boarding person number of a vehicle organizing the train. The measuring part measures a vehicle weight. The congestion state estimation part estimates a congestion state in the vehicle. The boarding person number estimation part estimates a second boarding person number as a boarding person number of the vehicle from a weight per passenger and the vehicle weight estimated based on the first boarding person number and the vehicle weight when a congestion state estimated by the congestion state estimation part is determined as not being congested. The calculation part adopts, as a boarding person number of the vehicle, the first boarding person number when the congestion state estimated by the congestion state estimation part is determined as not being congested, adopts the second boarding person number when the congestion state is determined as being congested and calculates, as a boarding rate of the vehicle, a ratio of the adopted boarding person number of the vehicle to the capacity of the vehicle. The storage part stores the boarding rate of the vehicle calculated by the calculation part.SELECTED DRAWING: Figure 1

Description

The present invention relates to a train occupancy rate management system for managing the occupancy rate of vehicles forming a train and a train occupancy rate management method, and is suitable for grasping the congestion status in a train and providing information on congestion to railway users. Is.

By grasping the vehicle occupancy rate, that is, the ratio of the number of passengers to the vehicle occupancy capacity, the railway operator can use it as a material for considering the timetable revision and provide it to the passengers as information on the congestion situation. it can. As a result, train congestion can be leveled, and it is thought that shortening the boarding / alighting time will lead to improved stability of train operation and improved in-vehicle environment.

As a method of calculating the occupancy rate for each vehicle, a method of calculating by visual observation, load detection, an optical system sensor, or the like is known.

In the visual observation method, as shown in Non-Patent Document 1, an investigator or the like observes the inside of the train from the outside of the train such as a station platform, and estimates the occupancy rate of the vehicle by comparing it with a predetermined standard. Examples of this standard include a congestion rate of 35% when all seats are occupied, and a congestion rate of 230% when newspapers and the like cannot be read. While the visual observation method is simple, it lacks objectivity and therefore cannot guarantee accuracy, and because it is a manual measurement, it has problems in terms of immediacy and completeness.

As shown in Patent Document 1, the method based on load detection is generally a method of calculating the occupancy rate of a vehicle from a change in the internal pressure of an air spring installed on a bogie of the vehicle. The air spring is a component that is mounted between the vehicle and the bogie, serves to reduce the vibration transmitted from the wheels to the vehicle, and improves the riding comfort. Since the internal pressure of the air spring is adjusted so that the height of the vehicle is maintained under various loads from empty to full, the load can be calculated by measuring and converting the pressure. is there.
In this method, the number of passengers is obtained by dividing the load detection result by the weight per person, but if the assumption of the weight per person is not correct, the accuracy of the number of passengers deteriorates. Since the weight per person fluctuates depending on the season, time of day, and environmental conditions such as car number, there is a problem that it is difficult to assume an appropriate value.

The method using an optical system sensor measures the number of passengers by counting the number of passengers' heads existing in the vehicle by image recognition and detecting the passage of passengers at the vehicle door using a laser radar. In this method, it is difficult to determine the overlap of people when viewed from the sensor unit, and the accuracy tends to deteriorate at the time of congestion. Further, in order to process the sensing from multiple angles in order to improve the accuracy, it is necessary to increase the types and the number of sensors, and there is a problem that the cost increases.

Japanese Unexamined Patent Publication No. 08-230672

Eihan Shimizu, "Measurement Method of Congestion Rate of Urban Railways", Proceedings of the 3rd Basic Survey Report Symposium on Railway Development, 69-78 (2005)

An object of the present invention is to provide a train occupancy rate management system and a train occupancy rate management method that can accurately calculate the occupancy rate of vehicles forming a train regardless of environmental conditions such as season, time zone, and car number. To do.

In order to solve the above problems, the train occupancy rate management system according to the present invention includes a counting unit, a measuring unit, a congestion status estimation unit, a passenger number estimation unit, a calculation unit and a storage unit, and the counting unit organizes trains. The first number of passengers is counted as the number of passengers of the vehicle to be used, the measuring unit measures the load of the vehicle, the congestion status estimation unit estimates the congestion status inside the vehicle, and the passenger number estimation unit estimates the congestion status. When the congestion situation estimated by the estimation unit is no congestion, the second number of passengers is calculated as the number of passengers of the vehicle from the weight per passenger and the load of the vehicle estimated from the first number of passengers and the load of the vehicle. The estimation and calculation unit adopts the first number of passengers as the number of passengers of the vehicle when the congestion status estimated by the congestion status estimation unit is no congestion, and the second number of passengers when there is congestion. Is adopted, the ratio of the number of passengers in the adopted vehicle to the capacity of the vehicle is calculated as the vehicle occupancy rate, and the storage unit accumulates the vehicle occupancy rate calculated by the calculation unit. ..

According to the present invention, the weight per occupant is accurately estimated under the condition of low congestion and reflected in the calculation of the occupancy rate of the vehicle, thereby compensating for the weakness of the method of calculating the occupancy rate of the vehicle based on the vehicle load. , It is possible to improve the calculation accuracy of the vehicle occupancy rate.

It is a figure which shows an example of the system configuration of the train occupancy rate management system which concerns on embodiment of this invention. It is a figure which shows an example of the flowchart which shows the internal processing of the congestion situation estimation part. It is a figure which shows an example of the database used for the congestion situation estimation by the station distance, the day of the week and the train number. It is a figure which shows an example of the occupancy rate calculation of a vehicle. It is a figure which shows an example of the flowchart which shows the internal processing of the weight estimation part per person. It is a figure which shows an example of the flowchart which shows the internal processing of the passenger number estimation part. It is a figure which shows an example of the flowchart which shows the internal processing of a occupancy rate calculation part.

Hereinafter, examples of the present invention will be described as embodiments for carrying out the present invention with reference to the drawings.

The train occupancy rate management system according to the embodiment of the present invention first determines whether or not there is congestion in the train under the conditions based on the distance between stations, the day of the week, and the train number (train number). Then, under the condition that there is no congestion in the route, the occupancy rate of the vehicle is calculated based on the result of counting the number of passengers using a camera, an optical system sensor, or the like. At the same time, the weight per passenger is estimated from the load detection result and the number of passengers counting result, and under the condition of congestion in the accompanying road, the number of passengers obtained from the load detection result and the estimated weight per passenger. The vehicle occupancy rate is calculated by.

According to this train occupancy rate management system, the weight per passenger is set to an appropriate value based on the counting result of the number of passengers, and the occupancy rate of the vehicle is based on the load even in a crowded environment in the accompanying route. Can be calculated. Therefore, it is possible to accurately calculate the occupancy rate of the vehicle regardless of the environmental conditions such as the season, the time zone, and the car number.

FIG. 1 is a diagram showing an example of a system configuration of a train occupancy rate management system according to an embodiment of the present invention.
The train occupancy rate management system is roughly classified into a occupancy rate calculation device 100 and a plurality of processing units that input and output information to and from the occupancy rate calculation device 100.

First, the plurality of processing units that are input sources of information for the occupancy rate calculation device 100 are the door opening / closing information management unit 101, the column number information management unit 102, the train position management unit 103, the calendar information management unit 104, and the number of people inflowing at the ticket gate. A unit 105, a manual switching input unit 106, a number of passengers counting unit 107, a vehicle load measuring unit 108, a weight management unit 109 per person on a route, and a occupancy rate calculation device 100A for other vehicles in the own train.

Here, the other vehicle occupancy rate calculation device 100A in the own train is a occupancy rate calculation device existing for other vehicles in the own train, and its internal processing is the same as the internal processing of the occupancy rate calculation device 100.

Next, the plurality of processing units that are output destinations of information from the occupancy rate calculation device 100 are the occupancy rate calculation device 100A for other vehicles in the own train, the weight management unit 109 per person in the route, and the occupancy rate storage unit 110.

Here, the occupancy rate storage unit 110 outputs occupancy rate information to the in-vehicle display device 111 installed in each car in the train and the station yard display device 112 installed in the station on the line.

The internal processing executed by the occupancy rate calculation device 100 exists individually for each vehicle in the train.

Among the plurality of processing units connected to the input side of the occupancy rate calculation device 100, the door opening / closing information management unit 101, the column number information management unit 102, the train position management unit 103, the calendar information management unit 104, and the ticket gate inflow number acquisition unit. The 105, the manual switching input unit 106, and the per capita weight management unit 109 in the line are single inputs common to one train.
On the other hand, the number of passengers counting unit 107, the vehicle load measuring unit 108, and the other vehicle occupancy rate calculation device 100A in the own train are individual inputs different for each vehicle.

Further, regarding the output side of the occupancy rate calculation device 100, the occupancy rate storage unit 110 needs to have at least one location in one train, and each output from the occupancy rate calculation device 100 corresponding to each vehicle in the train is aggregated. And remember.

Further, the occupancy rate calculation device 100 can be mounted on a vehicle as an independent device. Alternatively, the occupancy rate calculation device 100 can also be realized by mounting the internal processing thereof inside the existing on-vehicle monitoring device. As will be described later, since most of the input data to the occupancy rate calculation device 100 is information that already exists inside the on-board monitoring device, the method of implementing the processing inside the on-board monitoring device is a hardware aspect. In terms of both software and software, there are few parts related to new installations and repairs, and costs can be kept low.

Subsequently, each processing unit on the input side of the occupancy rate calculation device 100 will be described in order from the upper left of FIG.
(1) Door open / close information management unit 101
The input information from the door opening / closing information management unit 101 is the door opening / closing state 151. That is, it indicates whether at least some of the doors inside the train or the platform doors are open so that passengers can get on and off, or all the doors are closed and passengers cannot get on and off. Information. Hereinafter, the former will be referred to as a “door open state” and the latter will be referred to as a “door closed state”.
Here, the door opening / closing information management unit 101 can play a role as long as it is a device that holds information on the open / closed state of the door in the train or the platform door. Therefore, as an example, the on-vehicle monitoring device Can be mentioned.

As a substitute for the door open / closed state 151, it is also possible to use vehicle speed information that can be acquired from an on-vehicle monitoring device or the like. This is because, in principle, the train can only run with the door closed, that is, the speed becomes positive. The occupancy rate calculation device 100 performs internal processing by regarding the train speed as a "door closed state" when the train speed exceeds a predetermined threshold value of the traveling detection speed and a "door open state" otherwise. According to this method, the occupancy rate calculation device 100 can indirectly recognize the door open / closed state even when it is not connected to a device that can directly recognize the door open / closed state.

(2) Column number information management unit 102
The input information from the column number information management unit 102 is the train number 152 of the own train. Here, since the train number information management unit 102 can play a role as long as it is a device that recognizes the train number of its own train, an on-vehicle monitoring device can be mentioned as an example.

(3) Train position management unit 103
The input information from the train position management unit 103 is the train position 153. Here, since the train position management unit 103 can play a role as long as it is a device that recognizes the position of its own train, an on-vehicle monitoring device can be mentioned as an example.

(4) Calendar Information Management Department 104
The input information from the calendar information management unit 104 is the day of the week related information 154. When the timetable of the train equipped with the occupancy rate calculation device 100 is divided into weekdays and Saturdays, Sundays, and holidays, the day-related information 154 is information on whether or not it is a weekday. Further, when the train schedule is finely divided for each day of the week, the day-related information 154 is input to the boarding rate calculation device 100 in a form that can identify which of the schedules of the day is according to the classification. The day of the week.
Here, since the calendar information management unit 104 can play a role as long as it is a device that recognizes the day of the week information, an on-vehicle monitoring device can be mentioned as an example. Alternatively, it is possible to manage the calendar information inside the boarding rate calculation device 100, and in that case, the day of the week-related information 154 as an input from the outside is unnecessary.

(5) Ticket gate inflow number acquisition unit 105
The input information from the ticket gate inflow number acquisition unit 105 is the ticket gate inflow number 155 at the stop station of the own train. Here, since the ticket gate inflow number acquisition unit 105 can play a role as long as it is a device that can grasp the number of people who have passed the ticket gate per unit time, as an example, the automatic ticket gate installed at the station. The control device of the machine can be mentioned. The control device is provided with a wireless communication function, and the number of people passing through the ticket gate within the latest predetermined time is transmitted to the train stopped at the station.
Further, the ticket gate inflow number acquisition unit 105 does not necessarily have to be the control device of the automatic ticket gate, and may be a person flow monitoring system in the station yard utilizing image recognition of a camera or a laser radar.

(6) Manual switching input unit 106
The input information from the manual switching input unit 106 is the manually set congestion status 156 manually set by the crew or station staff. This congestion status signal is either "congested" or "not congested".
When the crew and station staff grasp the congestion status inside and outside the train and judge that the degree of congestion is high, they input to that effect to the manual switching input unit 106, so that the signal content of the manually set congestion status 156 Is "crowded".
Here, the manual switching input unit 106 may be an operation terminal installed at a station or a train, or may be a tablet terminal held by a crew member or a station staff member for purposes such as passenger guidance.

(7) Number of passengers counting unit 107
The input information from the number of passengers counting unit 107 is the result of counting the number of passengers in the own vehicle 159 and the operating state of the number of passengers counting unit 160. The number of passengers counting unit 107 integrates the number of passengers counting result 159 by counting using image recognition using an image pickup device such as a camera and object detection by an optical system detection device such as a laser radar.
For example, as a counting method by image recognition using an image pickup device such as a camera, an image inside the car is taken by an image pickup device (camera) installed on the ceiling or wife of the train, and the head of a passenger is image-recognized. There is a method of counting. According to this method, it is possible to divert an existing imaging device (camera) in the vehicle for the purpose of preventing molestation, and it is possible to reduce the cost of additional equipment.

In addition, as another example of the counting method by the above image recognition, the number of people getting on and off the train is counted and integrated by utilizing the image of the vehicle side image pickup device (camera) installed for detecting the approaching or leaving behind of the platform door. There is a way to do it. This method can also reduce the introduction cost by diverting the existing imaging device (camera).

Further, as a method of using an optical system detection device such as a laser radar, for example, an optical system detection device (laser radar) for passing passage is installed at a vehicle door or an inter-vehicle distance where passengers get on and off, and passengers' legs, body, etc. There is a method of detecting and accumulating the number of passages.

In any of the above methods, in a situation where the number of passengers is small and getting on and off is not intense, the number of passengers counting result 159 can be obtained with high accuracy. However, in a crowded situation, it becomes difficult to separate and count each passenger, so that the accuracy of the number of passengers counting result 159 deteriorates.

The signal content of the passenger number counting unit operating state 160 has either a "normal" or "abnormal" state, and when the passenger number counting unit 107 recognizes an abnormality by self-diagnosis, an "abnormality" is output.

(8) Vehicle load measuring unit 108
The input information from the vehicle load measuring unit 108 is the vehicle load measurement result 157 and the vehicle load measuring unit operating state 158. The vehicle load measurement result 157 is the weight increased by the passengers based on the empty vehicle state.

Here, as an example of the vehicle load measuring unit 108, an on-vehicle monitoring device can be mentioned. Since the on-board monitor device grasps the internal pressure of the air spring that supports the vehicle body from the information received from the brake control device (not shown), the vehicle load measurement result 157 is obtained by converting the pressure increment from the empty vehicle into the weight. Can be calculated. Further, the brake control device itself may be used as the vehicle load measuring unit 108.

The signal content of the vehicle load measuring unit operating state 158 has either a "normal" or "abnormal" state, and when the vehicle load measuring unit 108 recognizes an abnormality by self-diagnosis, "abnormal" is output. ..

(9) Other vehicle occupancy rate calculation device 100A in own train
The input information from the other vehicle occupancy rate calculation device 100A in the own train is an estimated weight 162A per other vehicle in the own train for the other vehicle in the own train. In this embodiment, for convenience, the description is made in the form in which one other vehicle in the own train exists, but even if there are two or more other vehicles in the own train, it is estimated for the other vehicle in the own train. The weight per passenger is input to the occupancy rate calculation device 100. On the contrary, for the other vehicle occupancy rate calculation device 100A in the own train, the weight estimation result 162 per passenger is output from the occupancy rate calculation device 100.

(10) Weight management department 109 per person on the route
The per capita weight management unit 109 on the line is a ground-side facility that manages the estimated per-passenger weight in each train for each train on the same line. Information is input and output by wireless communication with the running train.

The per capita weight management unit 109 in the line periodically adds up the weight per passenger estimated for other trains other than its own train to the occupancy rate calculation device 100, and the weight per passenger of the other train. Enter as 163. Here, a typical example of the aggregation method is averaging processing.

On the other hand, the occupancy rate calculation device 100 transmits and outputs the weight estimation result 162 per passenger calculated internally to the weight management unit 109 per person on the route.

Next, the processing unit on the output side of the occupancy rate calculation device 100 will be described.
(11) Boarding rate storage unit 110
The occupancy rate storage unit 110 is an on-vehicle server, and stores the occupancy rate calculation result 165 calculated by the occupancy rate calculation device 100. The data accumulated in the occupancy rate storage unit 110 is analyzed by the planning department of the railway company, etc., and is used as a material for grasping the congestion situation and considering future timetable revisions, and also for providing information to passengers. ..

(12) In-vehicle display device 111
The in-vehicle display device 111 displays the occupancy rate of each car in the own train. Therefore, the occupancy rate storage unit 110 outputs the occupancy rate information 166 for each vehicle in the train to the in-vehicle display device 111. By displaying the occupancy rate information 166 for each vehicle in the train on the in-vehicle display device 111, it can be expected that the passengers of the congested vehicle will move to a relatively vacant vehicle and the congestion in the train will be leveled.

(13) Station yard display device 112
The station yard display device 112 is installed at a station on the line and displays the boarding rate information 167 for each train from the boarding rate storage unit 110 of each train on the line. The station yard display device 112 displays the congestion status of each train on the line, so that passengers at the station can select and board a more vacant train, and the level of congestion between trains can be leveled. Can be expected to change.
Leveling congestion in and between trains not only improves in-car comfort, but also suppresses the occurrence of extremely long boarding / alighting times, which contributes to improving the punctuality of train operation.

Next, the internal configuration of the occupancy rate calculation device 100 will be described with reference to FIG.
The occupancy rate calculation device 100 includes a congestion status estimation unit 113, a weight estimation unit 114 per person, a occupancy number estimation unit 115, and a occupancy rate calculation unit 116.

(14) Congestion status estimation unit 113
Inputs of the congestion status estimation unit 113 are door open / closed status 151, train number 152, train position 153, day-related information 154, ticket gate inflow number 155, manually set congestion status 156, vehicle load measurement result 157, vehicle load measurement unit operating status. 158, the number of passengers counting result 159 and the number of passengers counting unit operating state 160. Further, the output of the congestion status estimation unit 113 is the congestion status estimation result 161 and is input to the per capita weight estimation unit 114 and the occupancy rate calculation unit 116.

Here, there are two types of possible states of the congestion situation estimation result 161: “with congestion” and “without congestion”. “Congested” indicates that the degree of congestion is such that the number of passengers cannot be correctly counted by the method using a camera or a laser radar in the number of passengers counting unit 107. Since the specific threshold value differs depending on the performance of the equipment used as the number of passengers counting unit 107 and the type of method, a comparative verification test is conducted in advance between the actual number of passengers and the number of passengers counting unit 107 to determine the degree of congestion as the threshold value. It is necessary to keep it.
The internal processing of the congestion status estimation unit 113 will be described later.

(15) Weight estimation unit per person 114
The inputs of the per capita weight estimation unit 114 are the vehicle load measurement result 157, the vehicle load measurement unit operating state 158, the number of passengers counting result 159, the number of passengers counting unit operating state 160, and the congestion status estimation result 161. The output of the per capita weight estimation unit 114 is the per capita weight estimation result 162, which is input to the per capita weight management unit 109 and the number of passengers estimation unit 115 in the route.
The internal processing of the per capita weight estimation unit 114 will be described later.

(16) Number of passengers estimation unit 115
The inputs of the number of passengers estimation unit 115 are the vehicle load measurement result 157, the vehicle load measurement unit operating state 158, the weight estimation result 162 per person, and the weight per person of another train 163. The output of the number of passengers estimation unit 115 is the result of estimating the number of passengers 164, which is input to the occupancy rate calculation unit 116.
The internal processing of the number of passengers estimation unit 115 will be described later.

(17) Boarding rate calculation unit 116
The inputs of the occupancy rate calculation unit 116 are the door opening / closing information 151, the number of passengers counting result 159, the operating state of the number of occupants counting unit 160, the congestion status estimation result 161 and the estimation result from the number of occupants estimation unit 164. The output of the occupancy rate calculation unit 116 is the occupancy rate calculation result 165, which is input to the occupancy rate storage unit 110.
The internal processing of the occupancy rate calculation unit 116 will be described later.

First, the internal processing of the congestion status estimation unit 113 will be described.
FIG. 2 is a diagram showing an example of a flowchart showing the internal processing of the congestion status estimation unit 113. The main body that executes the processing of each step of this flowchart is the congestion status estimation unit 113, but the description of the main body is omitted in each of the following steps.

In STEP201, it is determined whether or not it is the occupancy rate calculation timing by using the door open / closed state 151 (output of the door open / close information management unit 101). The occupancy rate calculation timing shall be the timing when passengers get on and off at the station and within the predetermined time thereafter. Therefore, if the door open / closed state 151 changes from the “door open state” to the “door closed state” and within a predetermined time thereafter, the determination result of STEP201 is YES, and the process proceeds to STEP202.
Here, as the predetermined time, in order to avoid the influence of the vehicle shaking due to running, a method of setting the average time from the closing of the door to the start of movement of the train can be used.

On the other hand, if the determination result of STEP201 is NO, the process proceeds to STEP209.
In STEP209, the congestion status estimation result 161 is held as the previous value. Since it is assumed that the vehicle is empty when the vehicle power supply is started, the initial value of the congestion status estimation result 161 is set to "no congestion".

In STEP202, between stations, with train number 152 (output of train number management unit 102), train position 153 (output of train position management unit 103) and day of the week related information 154 (output of calendar information management unit 104) as input conditions. Estimate the congestion status in terms of the day of the week and the train number (train number). For example, a method of estimating the congestion situation in the form of a database search can be mentioned.

FIG. 3 is a diagram showing an example of a database used for estimating congestion status by station distance, day of the week, and train number. In FIG. 3, assuming a line from A station to I station, there is a tendency of "congestion" under the conditions of each station, each row number (train numbers 101A to 105A), and each day of the week (weekdays or Saturdays, Sundays, and holidays). Indicates whether or not.

Regarding the contents of the database shown in FIG. 3, the results of investigating and aggregating the congestion tendency under normal conditions under each condition by a field survey or the like in advance are stored in a memory (not shown) provided in the occupancy rate calculation device 100. deep. Since it is possible that the congestion tendency changes depending on the season even on the same route, it is desirable that the contents of the memory can be changed by exchanging an external recording medium so that the contents of the database can be easily changed.

If it is determined in STEP 202 that there is "congestion" (YES), the process proceeds to STEP 207.
In STEP 207, the congestion status estimation result 161 is set to "congested".

On the other hand, if it is not determined as "congested" (NO), the process proceeds to STEP 203.
Here, the concept of estimation in the congestion status estimation unit 113 is based on the congestion status estimation by the station distance, the day of the week, and the train number (train number) in STEP 202, and is an exception when it is not determined as "congested" in STEP 202. The possibility of a typical "congested" situation will be covered in subsequent STEP 203 to STEP 206.

In STEP 203, it is determined whether or not the number of ticket gates inflowing at the current station is larger than the specified number by inputting the number of ticket gates inflowing 155 (output of the ticket gate inflowing number acquisition unit 105). For example, when a large-scale event is held near a station, large congestion may occur at a specific timing even if there is no tendency of "congestion" in normal times, so STEP203 Is a step to consider and deal with such cases.

Here, it is desirable that the above-mentioned specified number of people is set to a value (number of people) that greatly deviates from the tendency of the number of passengers in normal times for each station, day of the week, and line number (train number). For example, when the tendency of the number of passengers in normal times is a normal distribution, a method in which the average value + 2σ (σ is the standard deviation) is set as the specified value (number of people) can be used.

If the determination in STEP 203 is YES, the process proceeds to STEP 207, and if NO, the process proceeds to STEP 204.
In STEP 204, it is determined whether or not the crew member or the station staff is in a state of manually requesting the switching of "congested" by using the manually set congestion status 156 (output of the manual switching input unit 106) as an input. Here, when there is an irregular change in the congestion tendency other than the normal congestion tendency judged by STEP202 and the event-like case judged by STEP203, the congestion situation estimation result 161 is manually set to "congested". Can be changed to. For example, there are cases where the flow of passengers changes significantly from normal times due to operational disturbances, and cases where some vehicles cannot be used and passengers are concentrated on other vehicles.

If the determination in STEP204 is YES, the process proceeds to STEP207, and if NO, the process proceeds to STEP205.
In STEP205, it is determined whether or not the number of passengers counting result 159 (output of the number of passengers counting unit 107) is larger than the specified number of passengers. If the determination result is YES, the process proceeds to STEP207, and if NO, the process proceeds to STEP206.

Here, when the operating state 160 of the number of passengers counting unit 160 (output of the number of passengers counting unit 107) is "abnormal", the value of the number of passengers counting result 159 is unreliable, so the determination of STEP205 is skipped (the idea is that the determination of STEP205 is skipped. That is, NO), the process proceeds to STEP206.

Further, it is desirable that the above-mentioned specified number of people is set by verifying in advance the scale of the limit number of people that can be accurately counted by the passenger number counting unit 107 by a test or the like.

In STEP206, it is determined whether or not the vehicle load measurement result 157 (output of the vehicle load measurement unit 108) is larger than the specified weight. If the determination result is YES, the process proceeds to STEP207, and if NO, the process proceeds to STEP208.

Here, when the vehicle load measurement unit operating state 158 (output of the vehicle load measurement unit 108) is "abnormal", the value of the vehicle load measurement result 157 is unreliable, so the determination of STEP206 is skipped (the idea is that the determination of STEP206 is skipped. That is, NO), the process proceeds to STEP208.
Further, it is desirable that the above-mentioned specified weight is set to a value obtained by multiplying the specified number of people used in STEP 205 by a predetermined weight per person.

In STEP 205 and STEP 206, despite the situation where STEP 204 should be proceeded to STEP 207, if the crew or station staff neglected to input to the manual switching input unit 106, or the manual switching input unit 106 failed. This is a step that exists as a backup means in such cases.
In STEP208, the congestion status estimation result 161 is set to "no congestion".

As described above, the internal processing of the congestion status estimation unit 113 is described with reference to the flowchart of FIG. 2. The determination steps of STEP 203 to STEP 206 described above are not fixed in the order shown in FIG. 2, and the order may be changed. ..

Further, as the concept of estimation in the congestion status estimation unit 113, it is described that the congestion status estimation by the station distance, the day of the week, and the train number (train number) in STEP 202 is the basis, but it is shown in STEP 203 to STEP 206 described above. Assuming that the estimation of the congestion situation in each state is specialized, each of STEP203 to STEP206 described above may be executed without the previous STEP202.

Next, the internal processing of the per capita weight estimation unit 114 will be described.
FIG. 5 is a diagram showing an example of a flowchart showing the internal processing of the per capita weight estimation unit 114. The main body that executes the processing of each step of this flowchart is the per capita weight estimation unit 114, but the description of the main body is omitted in each of the following steps.

In STEP501, it is determined whether or not the congestion status is "congested" by inputting the congestion status estimation result 161 (output of the congestion status estimation unit 113). If the determination result is YES, the process proceeds to STEP504, and if NO, the process proceeds to STEP502.

In STEP 502, it is determined whether or not the number of passengers counting unit 107 is operating normally by inputting the operating state 160 of the number of passengers counting unit (output of the number of passengers counting unit 107). If it is operating normally (YES), the process proceeds to STEP503, and if it is abnormal (NO), the process proceeds to STEP506.

In STEP 503, it is determined whether or not the vehicle load measuring unit 108 is operating normally by inputting the vehicle load measuring unit operating state 158 (output of the vehicle load measuring unit 108). If it is operating normally (YES), the process proceeds to STEP505, and if it is abnormal (NO), the process proceeds to STEP506.

In STEP 504, it is determined whether or not the previous value exists in the weight estimation result 162 per person in the current road. If the determination result is YES, the process proceeds to STEP507, and if NO, the process proceeds to STEP506.
In STEP507, the previous value is held as the weight estimation result 162 per person.

In STEP505, the weight estimation result 162 per person is calculated by dividing the vehicle load measurement result 157 (output of the vehicle load measurement unit 108) by the number of passengers counting result 159.

In STEP506, since the weight estimation result 162 per person cannot be estimated, the value is set as an invalid value. In this STEP506, when at least one of the vehicle load measurement result 157 and the passenger number counting result 159 for calculating the weight estimation result 162 per person is unreliable, or the current road is "crowded" from the beginning ( If it is in an error state), it is a step to be executed in.

Next, the internal processing of the number of passengers estimation unit 115 will be described.
FIG. 6 is a diagram showing an example of a flowchart showing the internal processing of the number of passengers estimation unit 115. The main body that executes the processing of each step of this flowchart is the number of passengers estimation unit 115, but the description of the main body is omitted in each of the following steps.

In STEP601, it is determined whether or not the vehicle load measuring unit 108 is operating normally by inputting the vehicle load measuring unit operating state 158 (output of the vehicle load measuring unit 108). If it is operating normally (YES), the process proceeds to STEP 602, and if it is abnormal (NO), the process proceeds to STEP 607.
In STEP607, an invalid value is set as the result of estimating the number of passengers 165.

In STEP 602, the weight estimation result 162 per person (output of the weight estimation unit 114 per person) is input, and it is determined whether or not the value is valid. If the determination result is valid (YES), the process proceeds to STEP608, and if the determination result is not valid (invalid), the process proceeds to STEP603.

In STEP608, the weight estimation result 162 per person of the own vehicle is set as the weight reference value per person, and the process proceeds to STEP606.
In STEP606, the vehicle load measurement result 157 is divided by the weight reference value per person to calculate the number of passengers estimation result 164.

On the other hand, when the weight estimation result 162 per person is not valid (invalid) by the determination of STEP602 (NO), the weight estimation result per person other than the own vehicle is adopted in STEP603 or later.

In STEP603, whether or not the weight estimation result per person of the other vehicle in the own train is valid by inputting the weight 162A per person of the other vehicle in the own train (output of the other vehicle occupancy rate calculation device 100A in the own train). Is determined. If the determination result is valid (YES), the process proceeds to STEP605, and if the determination result is not valid (invalid), the process proceeds to STEP604.

If the per capita weight estimation result of other trains in the own train is valid (YES), the valid value (if there are multiple, statistically processed values such as average) is used as the per capita weight standard in STEP605. Set to a value and proceed to STEP606 (processing in STEP606 is as described above).

If the per capita weight estimation result of other trains in the own train is not valid (invalid) (NO), in STEP 604, the per capita weight of other trains traveling on the same route is 163 (weight management per capita in the route). After performing statistical processing such as averaging with the output of unit 109 as an input, the weight reference value per person is set, and the process proceeds to STEP606 (processing in STEP606 is as described above).

Next, the internal processing of the occupancy rate calculation unit 116 will be described.
FIG. 7 is a diagram showing an example of a flowchart showing the internal processing of the occupancy rate calculation unit 116. The main body that executes the processing of each step of this flowchart is the boarding rate calculation unit 116, but the description of the main body is omitted in each of the following steps.

In STEP701, the door open / closed state 151 (output of the door open / close information management unit 101) is used to determine whether or not it is the occupancy rate calculation timing. The determination method is the same as the previous STEP201 (FIG. 2). If the determination result is YES, the process proceeds to STEP702, and if NO, the process proceeds to STEP709.
In STEP709, the previous value is held as the occupancy rate calculation result 165.

In STEP702, the congestion status estimation result 161 (output of the congestion status estimation unit 113) is used as an input to determine whether or not the congestion status is “congested”. If the determination result is "congested" (YES), the process proceeds to STEP703, and if the determination result is "no congestion" (NO), the process proceeds to STEP704.

In STEP704, it is determined whether or not the number of passengers counting unit 107 is operating normally by inputting the operating state 160 of the number of passengers counting unit (output of the number of passengers counting unit 107) (same process as STEP502 above). If it is operating normally (YES), the process proceeds to STEP706, and if it is abnormal (NO), the process proceeds to STEP703.

In STEP703, it is determined whether or not the number of passengers estimation result 164 (output of the number of passengers estimation unit 115) is valid. If the determination result is valid (YES), the process proceeds to STEP705, and if the determination result is not valid (invalid), the process proceeds to STEP707.
In STEP707, the occupancy rate calculation result 165 is set as an invalid value.

In STEP705, the number of passengers estimation result 164 is set as the reference value for the number of passengers to be used in the subsequent STEP708, and the process proceeds to STEP708.

On the other hand, in STEP706, the number of passengers counting result 159 (output of the number of passengers counting unit 107) is set as the reference value of the number of passengers for use in the subsequent STEP708, and the process proceeds to STEP708.

In STEP708, the occupancy rate calculation result 165 is calculated by dividing the occupant number reference value by the capacity of the own vehicle.

Finally, an example of calculating the occupancy rate of the vehicle when the process by the occupancy rate calculation device 100 is executed will be described.
FIG. 4 is a diagram showing an example of vehicle occupancy rate calculation. Here, it is assumed that the target train is a 6-car train (cars 1 to 6), and the passenger capacity of each vehicle is the number of people described in the line of "ride capacity [person]" shown in FIG.

First, under the condition that the estimation result of the congestion status estimation unit 113 is "no congestion", the counting result by the passenger number counting unit 107 is the number of people described in the line of "passenger number counting result [people]" shown in FIG. Suppose there was. In this case, the occupancy rate calculation unit 116 sets the occupant number counting result as the occupant number reference value, and calculates the occupancy rate of the vehicle as a ratio to the occupancy capacity (“Vehicle occupancy rate” shown in FIG. 4). 1 [%] "line). For example, in car 1, it is calculated as 15.0% (= 18 [people] ÷ 120 [people] x 100).

Further, when the estimation result of the congestion situation estimation unit 113 is "no congestion", the weight estimation unit 114 per person further calculates the weight estimation result 162 per person. In that case, the measurement result in the vehicle load measuring unit 108 is used. That is, the value described in the row of "Vehicle load measurement result 1 [ton]" shown in FIG. 4 is the vehicle load measurement result 157. Therefore, the weight estimation result 162 per capita obtained by calculation is the value described in the line of "weight estimation result per capita [kg]" shown in FIG. For example, in the first car, the calculation is 65 kg (= 1.17 [ton] ÷ 18 [person] × 1000).

Next, under the condition that the estimation result of the congestion situation estimation unit 113 is "congested", the number of passengers estimation unit 164 divides the vehicle load measurement result 157 by the weight estimation result 162 per person to estimate the number of passengers. The result 164 is calculated (row of "passenger number estimation result [person]" shown in FIG. 4). That is, by dividing the value described in the row of "Vehicle load measurement result 2 [ton]" shown in FIG. 4 by the value described in the row of "Weight estimation result per person [kg]", "Number of passengers". The value described in the "estimation result [person]" line is calculated. For example, in the first car, the calculation is 208.3 people (= 13.54 [ton] ÷ 65 [kg] × 1000).

Further, when the estimation result of the congestion status estimation unit 113 is "congested", the passenger rate calculation unit 116 sets the passenger number estimation result 164 as the passenger number reference value, and the vehicle occupancy rate as a ratio to the passenger capacity. Is calculated (the line of "vehicle occupancy rate 2 [%]" shown in FIG. 4). The value described in the line of "Estimation result of number of passengers [person]" shown in FIG. 4 is divided by "capacity of passenger [person]". For example, car 1 is calculated as 173.4% (= 208.3 [people] ÷ 120 [people] x 100).

100 ... Ride rate calculation device, 100A ... Ride rate calculation device for other vehicles in own train,
101 ... Door opening / closing information management department, 102 ... Row number information management department, 103 ... Train position management department,
104 ... Calendar information management unit, 105 ... Ticket inflow number acquisition unit, 106 ... Manual switching input unit,
107 ... Number of passengers counting unit, 108 ... Vehicle load measuring unit,
109 ... Weight management unit per person on the route, 110 ... Ride rate storage unit, 111 ... In-vehicle display device,
112 ... Station yard display device, 113 ... Congestion status estimation unit, 114 ... Weight estimation unit per person,
115 ... Number of passengers estimation unit, 116 ... Ride rate calculation unit, 151 ... Door open / closed state,
152 ... Train number, 153 ... Train position, 154 ... Day of the week related information, 155 ... Number of people entering the ticket gate,
156 ... Manual setting congestion status, 157 ... Vehicle load measurement result,
158 ... Vehicle load measuring unit operating state, 159 ... Number of passengers counting result,
160 ... Operating status of the number of passengers counting unit, 161 ... Congestion status estimation result,
162 ... Weight estimation result per person, 162A ... Weight per other vehicle in own train,
163 ... Weight per other train, 164 ... Estimated number of passengers,
165 ... Ride rate calculation result, 166 ... Ride rate information by vehicle in the train, 167 ... Ride rate information by train

Claims (16)

It is equipped with a counting unit, a measuring unit, a congestion status estimation unit, a passenger number estimation unit, a calculation unit, and a storage unit.
The counting unit counts the number of passengers of the first train as the number of passengers of the vehicle forming the train.
The measuring unit measures the load of the vehicle and
The congestion status estimation unit estimates the congestion status inside the vehicle and estimates the congestion status inside the vehicle.
The passenger number estimation unit is the weight per passenger estimated from the first number of passengers and the load of the vehicle and the weight of the vehicle when the congestion situation estimated by the congestion situation estimation unit is not congested. The second number of passengers is estimated as the number of passengers of the vehicle from the load.
The calculation unit adopts the first number of passengers as the number of passengers of the vehicle when the congestion status estimated by the congestion status estimation unit is no congestion, and the second number when there is congestion. The number of passengers in the vehicle is adopted, and the ratio of the number of passengers in the vehicle to the capacity of the vehicle is calculated as the occupancy rate of the vehicle.
The storage unit is a train occupancy rate management system characterized by accumulating the occupancy rate of the vehicle calculated by the calculation unit. The train occupancy rate management system according to claim 1.
When estimating the congestion situation, the congestion situation estimation unit determines the operating conditions of the train, the train number of the train for which the occupancy rate of the vehicle is calculated, and the station-to-station information obtained from the position information of the train. A train occupancy rate management system, which estimates the presence or absence of congestion when the congestion conditions defined from the combination of day information for operating the train are met. The train occupancy rate management system according to claim 1 or 2.
When estimating the congestion situation, the congestion situation estimation unit estimates that there is congestion when the number of people entering the ticket gate at the stop station of the train for which the occupancy rate of the vehicle is calculated is larger than a predetermined threshold value. A train occupancy rate management system characterized by this. The train occupancy rate management system according to claim 1 or 2.
The congestion situation estimation unit is a train occupancy rate management system characterized in that, when estimating the congestion situation, it estimates the congestion when a manual input with the congestion is made. The train occupancy rate management system according to claim 1 or 2.
The congestion situation estimation unit is a train occupancy rate management system characterized in that, when estimating the congestion situation, when the first number of passengers is larger than a predetermined threshold value, it is estimated that there is congestion. The train occupancy rate management system according to claim 1 or 2.
The congestion situation estimation unit is a train occupancy rate management system characterized in that when the congestion situation is estimated, the presence or absence of congestion is estimated when the load of the vehicle is larger than a predetermined threshold value. The train occupancy rate management system according to any one of claims 1 to 6.
The congestion status estimation unit is a train occupancy rate management system characterized in that a process of estimating the congestion status is executed at a timing when the door of the vehicle is closed. The train occupancy rate management system according to any one of claims 1 to 7.
The counting unit is a train occupancy rate management system characterized in that the first number of passengers is counted based on an image recognition result by an image pickup device installed in the vehicle. The train occupancy rate management system according to any one of claims 1 to 7.
The counting unit is a train occupancy rate management system characterized in that the first number of passengers is counted based on the presence detection of a person by an optical system detection device installed in the vehicle. The train occupancy rate management system according to any one of claims 1 to 9.
A per capita weight estimation unit that estimates the weight per passenger from the first number of passengers and the load of the vehicle is provided.
The per capita weight estimation unit acquires information indicating the operating state of the counting unit from the counting unit and information indicating the operating state of the measuring unit from the measuring unit, and at least one of both of the operating states is normal. If not, the train occupancy rate management system is characterized by setting an invalid value as the weight per passenger. The train occupancy rate management system according to any one of claims 1 to 9.
A per capita weight estimation unit that estimates the weight per passenger from the first number of passengers and the load of the vehicle is provided.
When the congestion situation estimated by the congestion situation estimation unit is congested, the per capita weight estimation unit uses the value if there is a previously estimated weight value when estimating the weight per passenger. A train occupancy rate management system characterized in that it is held and an invalid value is set if there is no value of the weight estimated last time. The train occupancy rate management system according to claim 10 or 11.
When the weight estimation unit per person sets the invalid value as the weight per passenger, the number of passengers estimation unit estimates the number of passengers of the vehicle as the weight per passenger of the train. A train occupancy rate management system characterized by using the weight per passenger of the other vehicle estimated by the other vehicle. The train occupancy rate management system according to claim 12.
The passenger number estimation unit uses the weight per passenger estimated by another train traveling on the same route as the train when the weight per passenger of the other vehicle estimated by the other vehicle is invalid. A train occupancy rate management system characterized by The train occupancy rate management system according to any one of claims 1 to 13.
A train occupancy rate management system characterized in that an in-vehicle display device installed in the vehicle displays the occupancy rate of each vehicle forming the train, which is stored in the storage unit. The train occupancy rate management system according to any one of claims 1 to 14.
The station yard display device installed at the station on the line on which the train runs displays the occupancy rate of each train forming the train, which is accumulated in the storage unit of each train on the line. A featured train occupancy rate management system. The first step of counting the first number of passengers as the number of passengers of the vehicle forming the train, and
The second step of measuring the load of the vehicle and
The third step of estimating the congestion situation inside the vehicle and
When the congestion situation estimated in the third step is no congestion, the fourth step of estimating the weight per passenger from the first number of passengers and the load of the vehicle, and the fourth step.
The fifth step of estimating the second number of passengers as the number of passengers of the vehicle from the weight per passenger and the load of the vehicle, and the fifth step.
As the number of passengers of the vehicle, if the congestion situation estimated in the third step is no congestion, the first number of passengers is adopted, and if there is congestion, the second number of passengers is adopted. Then, the sixth step of calculating the ratio of the number of passengers in the vehicle to the capacity of the vehicle as the occupancy rate of the vehicle, and the sixth step.
A train occupancy rate management method including a seventh step of accumulating the occupancy rate of the vehicle calculated in the sixth step.

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