JP7179576B2 - Operation control device, operation control system and operation control method - Google Patents

Description

TECHNICAL FIELD The present invention relates to operation management technology for railway vehicles and the like.

As a background art of this technical field, there is Japanese Patent Application Laid-Open No. 10-278788 (Patent Document 1). The publication states, "When a door closing command is supplied from the opening/closing operation unit, the door control unit closes the door via the driving device after confirming that there is no user in the vicinity of the door. The door control unit If there is a user going to the door, the door closing is temporarily suspended.The door control unit slows down the door closing speed at the time of closing the door according to the degree of congestion around the door." ing.

JP-A-10-278788

Many railway lines running through central Tokyo have experienced numerous delays. Causes of small-scale operation delays within several tens of minutes of operation delays include passengers exceeding boarding time and re-opening and closing of doors due to rushing to board. With the technology described in Patent Document 1, the door cannot be closed when there is a user near the door or when there is a user heading toward the door, which may worsen the delay in operation.

The purpose of the present invention is to prevent operation delays or to eliminate operation delays that have occurred in transportation means such as trains and buses that are required to stop at predetermined stops based on predetermined operation information. do.

A preferred aspect of the present invention is an operation management device that manages the operation of transportation means that stop at predetermined stops based on information on objects detected by sensors and predetermined operation information. This device has a sensor information recognition unit that recognizes the current state of the object based on the information of the object detected by the sensor, and a future image of the object based on the current state of the object recognized by the sensor information recognition unit. Based on the behavior prediction unit that predicts the state of the vehicle, the operation information management unit that determines the operation status of the transportation means, the future state of the target object predicted by the behavior prediction unit, and the operation status determined by the operation information management unit, It has a door control section for controlling opening and closing of a door provided in the transportation means, and a departure possibility determination section for determining whether or not the transportation means can depart based on the open/closed state of the door.

Another preferred aspect of the present invention is executed by an information processing device comprising a processing device, a storage device, an input device, and an output device, and based on information of objects detected by sensors and predetermined operation information, This is an operation management method for managing operation of a transport means that stops. This method comprises an operation information management step of determining, based on prescribed operation information, a period from the predetermined departure time of the transportation means for each stop to a predetermined time before departure as a period just before departure; Based on the information, a behavior prediction step for predicting whether or not the object will board the transportation means in the future, and a current time door closing judgment step for judging whether the door of the transportation means can be closed without any trouble at present. and a departure time door closing judgment step for judging whether the door of the means of transportation can be closed at the departure time without hindrance. Then, when it is predicted that the object will board the means of transportation in the period just before departure, it is possible to close the door of the means of transportation without hindrance at present, and it is possible to close the door of the means of transportation without hindrance at the time of departure. If not, the door is closed even before the departure time.

According to another preferable aspect of the present invention, an information processing device comprising a processing device, a storage device, an input device, and an output device, and based on the information of the object detected by the sensor and the predetermined operation information, It is an operation management system that manages the operation of transportation means that stop. This system includes an operation information management unit that determines the period from the predetermined departure time of the means of transport for each stop to a predetermined time before departure based on prescribed operation information as a period just before departure, and an object detected by a sensor. Based on the information, a behavior prediction unit that predicts whether or not the object will board the transportation means in the future, and a current time door closing determination unit that determines whether the door of the transportation means can be closed without any trouble at present. , a departure time door closing judgment unit for judging whether the door of the means of transportation can be closed at the departure time without hindrance; If it is possible to close the door of the means of transport without any trouble at present, and if it is not possible to close the door of the means of transportation without any trouble at the time of departure, the door control unit that performs control to close the door even before the time of departure It is characterized by having

According to the present invention, it is possible to prevent operation delays or eliminate the operation delays that have occurred for transportation means such as trains and buses that are required to stop at predetermined stops based on predetermined operation information. An operation management device and method can be provided. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

Schematic diagram showing a configuration example of an operation management device A diagram showing an example of operation status managed by the operation information management unit A diagram showing an example of the operation status managed by the operation information management unit when a delay occurs A diagram showing an example of the operation flow of the operation management device Diagram showing the conditions when the individual door control unit controls the opening and closing of the door A diagram showing the conditions when the departure propriety determination unit judges whether or not the train can depart. The figure which shows the operation example of an operation management apparatus Diagram showing sensor installation location and operation example The figure which shows the operation example of an operation management apparatus Schematic diagram showing a configuration example of an operation management device Schematic diagram showing a configuration example of an operation management device A diagram showing an example of the operation flow of the operation management device Diagram showing the conditions when the individual door control unit controls the opening and closing of the door Schematic diagram showing a configuration example of an operation management device A diagram showing an example of the operation flow of the operation management device Diagram showing the conditions when the individual door control unit controls the opening and closing of the door Schematic diagram showing a configuration example of an operation management device A diagram showing an example of the operation flow of the operation management device Diagram showing the conditions when the individual door control unit controls the opening and closing of the door

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments according to the present invention will be described with reference to the drawings. In principle, the same members are denoted by the same reference numerals in all drawings for describing the embodiments, and repeated description thereof will be omitted. In addition, in the following embodiments, the constituent elements (including element steps, etc.) are not necessarily essential, unless otherwise specified or clearly considered essential in principle. Needless to say. In addition, when saying "consisting of A", "consisting of A", "having A", or "including A", other elements are excluded unless it is explicitly stated that only those elements are included. It goes without saying that it is not something to do. Similarly, in the following embodiments, when referring to the shape, positional relationship, etc. of components, etc., unless otherwise specified or in principle clearly considered otherwise, the shape is substantially the same. It shall include things that are similar or similar to, etc.

Notations such as “first”, “second”, “third” in this specification etc. are attached to identify the constituent elements, and do not necessarily limit the number, order, or content thereof is not. Also, numbers for identifying components are used for each context, and numbers used in one context do not necessarily indicate the same configuration in other contexts. Also, it does not preclude a component identified by a certain number from having the function of a component identified by another number.

The position, size, shape, range, etc. of each configuration shown in the drawings, etc. may not represent the actual position, size, shape, range, etc., in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the positions, sizes, shapes, ranges, etc. disclosed in the drawings and the like.

It illustrates one of the embodiments described in detail below. This example is based on the information of objects (e.g. passengers and their belongings) detected by sensors such as video cameras and predetermined operation information (e.g. railway schedule), and means of transportation (e.g. train stations) that stop at predetermined stops (e.g. For example, it is an operation management device that manages the operation of railway vehicles. This device includes a sensor information recognition unit that recognizes the current movement of the object (for example, if the object is a passenger, it is standing still or running) based on the information of the object detected by the sensor; A behavior prediction unit that predicts the future behavior of the object (for example, if the object is a passenger, it will try to get on a train, etc.) based on the current behavior of the object recognized by the sensor information recognition unit. In this specification, a person (passenger), a person's belongings, etc. may be collectively referred to as an "object". Examples of objects include passengers, their clothing and belongings, accompanying carry bags and wheelchairs, accompanying service dogs, and the like. In addition, the movement, state, action, action, etc. of an object may be collectively referred to as "state". This device also includes an operation information management unit that determines the operation status of the transportation means (for example, it is just before the departure time or is delayed, etc.), the future state of the object predicted by the behavior prediction unit, and operation information An individual door control unit that controls the opening and closing of each door provided in the transportation means based on the operation status determined by the management unit, and a departure possibility determination unit that determines whether or not the transportation means can depart based on the open/closed state of the door. have.

A first embodiment will be described. This embodiment can be implemented as an operation management apparatus for means of transportation that is required to stop at a determined stop based on determined operation information. In describing the embodiments, a train will be used as a means of transportation, and a station will be described as a predetermined stop.

FIG. 1 is a block configuration diagram of an operation management device 310 according to this embodiment. The operation management device 310 according to the present embodiment includes a sensor information recognition unit 301 that recognizes the current behavior from information on objects such as things and people detected by the sensor 300, and A behavior prediction unit 303 that predicts the behavior of future objects from the current behavior, a current time door closing judgment unit 302 that judges whether each door of the train can be safely closed at present, and a train for each station. A train operation information management unit 304 that determines the current operation status from the departure and arrival times and the current time, a departure time door closing determination unit 305 that determines whether each door of the train can be safely closed at the departure time, An individual door control unit 306 that individually opens and closes each door of the train, an all door closed judgment unit 307 that judges that all the doors of the train are closed, and a departure that judges whether the train is ready to depart. It is composed of a propriety determination unit 308 .

The operation information management unit 304 is provided with data such as the time at which trains depart and arrive at stations from an external management database 320 . The management database 320 is assumed to be one currently used in a system for managing train schedules. In addition, the operation information management unit 304 receives a separate signal for notifying the door opening/closing or opening/closing time. These configurations may be considered to be the same in the second embodiment and subsequent embodiments, but for the sake of simplification, they may not be illustrated in the drawings of the second and subsequent embodiments.

The sensor 300 supplies the detected information to the sensor information recognition section 301 . The sensor information recognition unit 301 recognizes the current behavior from the detected target object information, and supplies the recognition result to the behavior prediction unit 303 . The behavior prediction unit 303 predicts the future behavior of the recognized object based on the recognition result supplied from the sensor information recognition unit 301, and predicts at least one of the object's getting on and off the train (hereinafter collectively referred to as getting on). ) is performed, and the boarding prediction result is supplied to the current time door closing determination unit 302 and departure time door closing determination unit 305 .

Based on the prediction result supplied from the action prediction unit 303, the current time door closing judgment unit 302 judges whether or not each door of the train can be safely closed at present. supply to Departure time door closing judgment unit 305 judges whether each door of the train can be safely closed at the departure time based on the prediction result supplied from action prediction unit 303, and the judgment result is sent to individual door control unit. 306.

In this embodiment, it is assumed that the operation management device 310 is composed of a general information processing device (server or the like). The information processing device includes a processing device, a storage device, an input device, and an output device, as is well known. In this embodiment, functions such as calculation and control are realized by cooperation with other hardware by executing software stored in the storage device by the processing device. Software executed by an information processing apparatus, its function, or means for realizing that function may be called a "function", a "means", a "unit", or the like. In the present embodiment, functions equivalent to those configured by software can also be realized by hardware such as FPGA (Field Programmable Gate Array) and ASIC (Application Specific Integrated Circuit).

A detailed operation example of the sensor 300, the sensor information recognition unit 301, the behavior prediction unit 303, the current time door closing determination unit 302, and the departure time door closing determination unit 305 will be described. For example, when the sensor 300 is an image sensor (for example, a video camera), the sensor information recognition unit 301 recognizes the sensor 300 based on information on the presence/absence of an object such as a person or an object that has been learned in advance, as well as information on its movement, state, and orientation. recognizes the presence/absence of an object, its motion, state, and orientation from the image output by , and supplies the recognition result to the action prediction unit 303 . The behavior prediction unit 303 predicts the future behavior of the object based on a plurality of recognition results supplied by the sensor information recognition unit 301 at arbitrary time intervals, predicts whether the object will board the train, The boarding prediction result is supplied to the current time door closing determination unit 302 and departure time door closing determination unit 305 .

Based on the prediction result supplied from the behavior prediction unit 303, the current time door closing judgment unit 302 judges whether or not each door of the train can be safely closed at present without contacting passengers on board. The result obtained is supplied to the individual door control unit 306 . Departure time door closing determination unit 305 determines, based on the prediction result supplied from behavior prediction unit 303, whether or not each door of the train can be safely closed at departure time without contacting passengers. , the determined result is supplied to the individual door control unit 306 .

In a simple configuration example, the sensor information recognition unit 301 recognizes the position, moving speed, and moving direction of the object. The behavior prediction unit 303 predicts that the object will get on (or get off) when there is a door in the moving direction of the object. Also, the future position of the object is predicted from the moving speed and moving direction of the object. The current-time door closing determination unit 302 determines the positional relationship between the predicted position of the object and the door at the current time (strictly speaking, in the near future, for example, one second later), which is the first point in time. If they are separated, it is judged that the door can be closed without any problems at this time. Departure time door closing determination unit 305 determines the positional relationship between the predicted position of the object and the door at the departure time, which is the second point in time. be judged to be Note that the current-time door closing determination unit 302 may use the position of the object recognized by the sensor information recognition unit 301 or information separately detected instead of the position of the object predicted by the behavior prediction unit 303 .

As a more complicated example, the sensor information recognition unit 301, the behavior prediction unit 303, the current time door closing determination unit 302, and the departure time door closing determination unit 305 can be configured by a deep neural network (DNN) that has undergone supervised learning. can. In this case, one DNN may be used, or separate DNNs may be used.

For example, the sensor information recognition unit 301 can learn the DNN by using feature values obtained from a video camera signal as input, and using the presence/absence, movement, state, and orientation of an object determined by a human as correct data. The movement and state of a person include, for example, walking, running, and standing still. Based on the recognition result of the sensor information recognition unit 301, the behavior prediction unit 303 predicts the state of the object at a first time in the future and the state of the object at a second time in the future. The state of the object at the first point in time is determined in relation to the door by the current door closing determination unit 302, and it is determined whether the door can be safely closed at the first point in time. The first point in time is the current time, strictly speaking, in the very near future (eg, one second later). The state of the object at the second point in time is determined in relation to the door by the departure time door closing determination unit 305, and it is determined whether the door can be safely closed at the second point in time. As for the relationship with the door, for example, it is determined whether or not the object prevents the closing of the door at the time. The second point in time is the scheduled departure time, which is the time according to the operation schedule provided via the operation information management unit 304 . In a preferred example, the behavior prediction unit 303 predicts the behavior of the object at a plurality of times in the future, including the first time and the second time, and provide to

Here, the recognition of the object by the sensor information recognition unit 301 does not have to be based on the result of pre-learning. For example, a method of recognizing a predetermined action by pattern matching may be used, and the method is not limited. Also, the prediction method of the behavior prediction unit 303 does not have to be based on a plurality of recognition results. For example, the behavior of the object may be predicted based on the results of time-series learning, and the method is not limited. Further, the closing determination of the door by the current time door closing determination unit 302 and the departure time door closing determination unit 305 may not be made on the condition that the passenger is not contacted. may be used as a judgment condition. The determination condition is not limited as long as it can be determined that the door can be opened and closed without any trouble.

The operation information management unit 304 judges the current operation status from the arrival/departure times of trains at each station and the current time, and supplies the judgment result to the individual door control unit 306 . The individual door control unit 306 individually opens and closes each door of the train based on the information supplied from the current time door closing determination unit 302, the departure time door closing determination unit 305, and the operation information management unit 304, and determines the open/closed state of each door. is supplied to the all door closed door determination unit 307 .

Based on the open/closed state of each door supplied from the individual door control unit 306 , the all door closed determination unit 307 determines whether or not all the doors are closed, and supplies the determination result to the departure possibility determination unit 308 . Based on the determination result of the all door closed door determination unit 307, the departure possibility determination unit 308 confirms that all the doors are closed, notifies the driver that the vehicle can be started, and prompts the driver to depart. It should be noted that a train generally has a plurality of doors, but this embodiment can also be applied to a case where there is only one door.

The sensor 300 may be an image sensor that detects an image, an audio sensor that detects sound, or a vibration sensor that detects vibration. Not limited. Moreover, the sensor 300 may be installed in the operation management device 310 and may be part of the operation management device 310 . Details of information managed by the operation information management unit 304 and determination will be described later. Further, the details of the conditions for opening and closing each door by the individual door control unit 306 will be described later. Further, the details of the conditions for determining whether the vehicle can be departed by the vehicle departure determination unit 308 will be described later.

Details of the information managed by the operation information management unit 304 and determination of the operation status will be described with reference to FIG. The operation information management unit 304 calculates the current operation status based on the train arrival/departure times and the current time for each station. It is judged as p3. Judgments are made at least while the train doors are open.

The time when the train arrives at the station and all the doors of the train are opened for boarding and disembarking of passengers is defined as time t0 when all doors are opened. As the time t0, the time at which the door opening/closing control device controls opening the door may be detected and used, or the time at which the door opening is separately detected by the sensor 300 or the like may be used. Also, let the departure time of the train at each station be the departure time t1. The departure time t<b>1 is a prescribed departure time based on the train schedule managed by the management database 320 .

The operation information management unit 304 determines that there is a margin p0 when there is a certain period or longer before the departure time t1 and when the passenger can safely board the train. In one example, the operation information management unit 304 determines that the period until the departure time t1 is equal to or less than a predetermined period as the departure time p1. The operation information management unit 304 determines that the period exceeding the departure time t1 is the departure delay p2.

In the period just before departure p1, it is necessary to be able to determine whether the door can be safely closed at departure time t1 for door opening/closing control, which will be described later. In general, it is easy to predict the near future, but difficult to predict the distant future. Therefore, as another example of determination of the timing p1 just before departure, it is determined whether each door of the train can be safely closed at the departure time t1 based on the boarding prediction result supplied from the behavior prediction unit 303. It is good also as the period when the closed door judgment part 305 can judge. In this case, the length of the time just before departure p1 may vary depending on the performance of the departure time door closing determination unit 305 and the usage environment (for example, the number of passengers).

With reference to FIG. 3, the judgment of the operation information management unit 304 when the arrival of the train at each station is later than the predetermined arrival time will be described. FIG. 3(a) shows an example of judging the current operation status according to the arrival and departure times of trains at each station regardless of the arrival times of trains. Therefore, when the train arrives at the station during the period just before departure p1, the operation information management unit 304 determines the current operation status as the time just before departure p1 from the time t0 when all doors are opened.

In the method of FIG. 3(a), if the arrival time of the train is delayed, the period just before departure p1 is shortened. Therefore, according to the opening/closing control of the door, which will be described later, the time during which the door is open may become too short. In the example of Fig. 3(b), as shown in the figure, if the arrival of the train is delayed from the set arrival time, the train must stop for a certain period from the time t0 when all the doors open, regardless of the arrival and departure times of the train at each station. The period p3 may be determined, and the door may be kept open during the mandatory stop period p3. This method can prevent the time the door is open from becoming too short.

The judgment of the operation information management unit 304 when the arrival of the train at each station is later than the predetermined arrival time is not limited to either one of FIGS. However, for example, it may be switched according to the weather, the degree of congestion in the train, or the degree of congestion at the station.

FIG. 4 is a diagram showing an operation flow example of the operation management device 310. As shown in FIG. When the train arrives at the station (step S701), all doors are opened (step S702). Information that the door has been opened is input to the operation information management unit 304 . The operation information management unit 304 determines the current operation status from the arrival/departure times of trains at each station and the current time obtained from the management database (step S703). When it is determined in step S703 that the current operation status is the margin p0 or the stop required p3, the processing of step S703 is repeated. If it is determined in step S703 that the current operation status is just before departure p1, the process proceeds to step S704. If it is determined in step S703 that the current operation status is departure time t1, the process proceeds to step S709. If it is determined in step S703 that the current operation status is departure delay p2, the process proceeds to step S713. It should be noted that the conditions for judging whether the door is open or closed at the current time are different between the processing at step S709 and the processing after step S713.

In step S704, the behavior prediction unit 303 predicts the future behavior of the object detected by the sensor 300, and predicts whether or not the object will board the train for each door. If it is predicted that the passenger will not board the train, the processing proceeds to step S705 as no boarding prediction is made. In step S705, the individual door control unit 306 individually closes the doors of the trains predicted to be non-boarding, and proceeds to step S717.

In step S706, the current time door closing determination unit 302 determines whether each door of the train can be safely closed at present. If it is determined that the door can be safely closed at present, the process proceeds to step S707, and if it is determined that the door cannot be safely closed at present, the process proceeds to step S703. In step S707, the departure time door closing judgment unit 305 judges whether or not each door of the train can be safely closed at the departure time. If it is determined that the door can be safely closed at the departure time, the process proceeds to step S703, and if it is determined that the door cannot be safely closed at present, the process proceeds to step S708. In step S708, the individual door control unit 306 individually closes the doors of the train, and proceeds to step S717.

In the process just before departure p1, if boarding is not predicted, the door is closed even before the departure time. Even if boarding is expected, the door is closed before the departure time if it is dangerous to close the door at the departure time. It should be noted that the door should be closed only when it can be safely closed.

In step S709, the behavior prediction unit 303 predicts the future behavior of the object detected by the sensor 300, predicts whether the object will board the train for each door, and predicts that the passenger will not board the train. If so, the process proceeds to step S710 assuming that there is no boarding prediction, and if it is predicted that the passenger will board the train, the process proceeds to step S711 assuming that there is boarding prediction. In step S710, the individual door control unit 306 individually closes the doors of trains predicted to be non-boarding, and proceeds to step S717. In step S711, the current time door closing determination unit 302 determines whether each door of the train can be safely closed at present. If it is determined that the door cannot be closed safely at present, the process proceeds to step S703. In step S712, the individual door control unit 306 individually closes the doors of the train, and the process proceeds to step S717.

In step S713, the behavior prediction unit 303 predicts the future behavior of the object detected by the sensor 300, predicts whether the object will board the train for each door, and predicts that the passenger will not board the train. If so, the process proceeds to step S714 as no boarding prediction is made, and if it is predicted that the passenger will board the train, it is determined as boarding prediction yes and the process proceeds to step S715. In step S714, the individual door control unit 306 individually closes the doors of the trains predicted to be non-boarding, and proceeds to step S717. In step S715, the current time door closing determination unit 302 determines whether each door of the train can be safely closed at present. If it is determined that the door cannot be closed safely at present, the process proceeds to step S703. In step S716, the individual door control unit 306 individually closes the doors of the train, and the process proceeds to step S717.

In step S717, the all-door-closed door determination unit 307 determines whether or not all the doors of the train are closed. If it is determined that the door is not closed, the process proceeds to step S703. In step S718, the departure decision unit 308 notifies the driver that the vehicle is ready to depart, and prompts the driver to depart.

FIG. 5 shows all the conditions under which the individual door control unit 306 controls the opening and closing of the door.
FIG. 6 shows conditions under which the departure possibility determination unit 308 determines whether or not the vehicle is ready to depart. "*" in the table indicates that any determination result is acceptable.

In FIG. 5, when the operation information management unit 304 determines that the vehicle must be stopped p3, the individual door control unit 306 keeps the door open regardless of any other determination (number 1). As a result, the door can be kept open for the minimum required period.

When the operation information management unit 304 determines that there is a margin p0, the current time door closing determination unit 302 determines that the door can be safely closed at present, and the departure time door closing determination unit 305 determines that the door can be safely closed at the departure time. The individual door control unit 306 keeps the door open regardless of the judgment of the action prediction unit 303 (number 2).

When the operation information management unit 304 determines that it is just before departure p1 and the behavior prediction unit 303 predicts that there is no boarding prediction, it is predicted that no passengers will board until the departure time. After it is determined that it is safe to close the doors, the individual door control unit 306 individually closes the doors (number 3). Although it is before the departure time, it is possible to close the door at this point because no more boarding is expected.

When the operation information management unit 304 determines that it is just before departure p1 and the behavior prediction unit 303 predicts that there is boarding prediction, the current time door closing determination unit 302 determines that the door can be safely closed at present, and the departure time door is closed. If the judgment unit 305 judges that the doors can be safely closed at the departure time, the individual door control unit 306 keeps the doors open (number 4) because the doors can be safely closed after the passengers board the train. .

When the operation information management unit 304 determines that it is just before departure p1 and the behavior prediction unit 303 predicts that there is boarding prediction, the current time door closing determination unit 302 determines that the door can be safely closed at present, and the departure time door is closed. If the judgment unit 305 judges that the doors cannot be safely closed at the departure time, the individual door control unit 306 closes the doors because there is a possibility that the doors will be opened and closed again due to rushing to board the train, causing delays in the train. (No. 5). Although it is before the departure time, by closing the door at this point, it is possible to prevent unreasonable rushing to board the train.

When the operation information management unit 304 determines that it is just before departure p1, the behavior prediction unit 303 determines that boarding is predicted, and the current time door closing determination unit 302 determines that the door cannot be safely closed at present, the vehicle departs. The individual door control unit 306 keeps the door open regardless of the judgment of the closed door judgment unit 305 (number 6). Fundamentally, in any embodiment, the door is not closed when it is determined by the current time door closing determining unit 302 or other means that the door cannot be safely closed at present.

When the operation information management unit 304 determines that the departure time is t1 and the current time door closing determination unit 302 determines that the door can be safely closed at present, the individual door control unit 306 closes the door (number 7). That is, even if boarding is predicted, if the door can be safely closed at present, the door is closed because of the departure time. Since the current time and the departure time are the same at the departure time t1, the current time door closing judgment unit 302 and the departure time door closing judgment unit 305 make the same judgment.

When the operation information management unit 304 determines that the departure time is t1, the behavior prediction unit 303 determines that boarding is predicted, and the current time door closing determination unit 302 determines that the door cannot be safely closed at present, individual The door control unit 306 keeps the door open (number 8).

When the operation information management unit 304 determines that the departure delay is p2 and the current time door closing determination unit 302 determines that the door can be safely closed at present, the individual door control unit 306 closes the door (number 9). In the departure delay p2, the departure time is in the past, so the judgment of the departure time door closing judgment unit 305 is not related to the door opening/closing control of the individual door control unit 306 .

When the operation information management unit 304 determines that the departure delay is p2, the behavior prediction unit 303 determines that boarding is predicted, and the current time door closing determination unit 302 determines that the door cannot be safely closed at present, individual The door control unit 306 keeps the door open (number 10).

In addition, when the door is closed by the determination shown in FIG. 5, the door is not opened again in principle. Of course, it is necessary to open the door again in an emergency such as when a person or object is caught (see, for example, Example 5), but unnecessary train delays can be prevented by not opening and closing the door again in principle.

FIG. 6 shows all the conditions when the departure propriety determination unit 308 judges whether or not the train can depart. When the all-door closed determination unit 307 determines that all the doors of the train are not closed, the departure possibility determination unit 308 determines that the train cannot be started. (Number 12). When the all-door closed determination unit 307 determines that all the doors of the train are closed, the departure possibility determination unit 308 determines that the train is ready to depart. (No. 13). When this embodiment is applied to a train (vehicle) having only one door, it is possible to determine whether or not the train can depart by reading all doors as one door.

FIG. 7 shows an example of the operation of the operation management device 310. As shown in FIG. The train 100 is provided with windows 101, 103 and 105, doors 102, 104 and 106 used for getting on and off passengers, and sensors 107, 108 and 109. Sensors 107, 108, and 109 play the same role as sensor 300 shown in FIG. Also, the train 100 is equipped with an operation management device 310 . Note that the installation location of the operation management device 310 is not limited to the roof of the train 100, and may be installed inside or inside the vehicle, and the installation location is not limited. At station 200, there are passengers 110, 111, 112, 113, and 114. It is assumed that the operation information management unit 304 provided in the operation management device 310 determines that the operation status in FIG. 7 is just before departure p1.

In FIG. 7, the passenger 110 is about to board the train 100 through the door 102 in a hurry. Based on the information detected by the sensor 107, the behavior prediction unit 303 determines that the boarding prediction of the passenger 110 is present. The current time door closing determination unit 302 determines that the door 102 can be safely closed at present, and the departure time door closing determination unit 305 also determines that the door can be safely closed at the departure time. Therefore, the condition of number 4 in FIG. 5 is met, and the individual door control unit 306 keeps the door 102 open.

Passenger 111 is waiting for the next train to arrive, and passenger 112 is slowly trying to board through door 104 while pulling a cart. Based on the information detected by the sensor 108, the action prediction unit 303 determines that the boarding prediction of the passenger 111 is not expected, but determines that the boarding prediction of the passenger 112 is yes. Therefore, it is determined that boarding prediction for the door 104 is present. The current time door closing judgment unit 302 judges that the door 104 can be safely closed at present, while the departure time door closing judgment unit 305 judges that the door cannot be safely closed at the departure time. Therefore, the condition of number 5 in FIG. 5 is met, and there is a risk that the door 104 will be opened/closed again or the passenger 112 will be caught in the door 104, so the individual door control unit 306 closes the door 104 individually.

Passengers 113 and 114 are boarding through door 106 . Based on the information detected by the sensor 109, the action prediction unit 303 determines that the boarding prediction of the passengers 113 and 114 is present. The current time door closing determination unit 302 determines that the door 106 cannot be safely closed at present. Therefore, the condition of number 6 in FIG. 5 is met, and the individual door control unit 306 keeps the door 106 open.

FIG. 8 shows an example of the installation location and operation of sensor 300 . FIG. 8 is a cross-sectional view of the train 100 arriving at the station 200, viewed from the traveling direction of the train 100. As shown in FIG. In train 100, doors 201 facing station 200 are open for boarding and alighting of passengers. An information providing device 203 is installed inside the train 100 . The sensor 300 is installed so as to be able to detect conditions inside and outside the vehicle.

The information providing device 203 displays operation information, next station guidance, transfer guidance, arrival times, advertisements, and other announcements. Therefore, the operation information management unit 304 provided in the operation management device 310 can be substituted with a part of the functions of the information providing device 203, and the information providing device 203 and the operation information management unit 304 may be shared. However, the operation management device 310 may be mounted inside the information providing device 203 . The number of information providing apparatuses 203 may be singular or plural, and the number is not limited. Also, the installation location is not limited to the position shown in FIG.

Sensor 300 detects detection area 205 . By installing near the door 201 in the car from above, it is possible to detect the inside and outside of the car, and it is not necessary to make a hole in the housing of the train 100 to secure a detection area for detecting the inside and outside of the car. The installation location of the sensor 300 is not limited to this.

As described above, according to the first embodiment, when it is determined that the doors can be closed safely based on the current situation and the passenger's boarding prediction, the doors are individually closed and preparations for departure are urged, thereby ensuring the safety of the passengers. It is possible to prevent operation delays while ensuring Moreover, even when an operation delay occurs, it is possible to eliminate the operation delay.

In the first embodiment described above, the components other than the management database 320 in the system configuration of FIG. It can also be installed outside the train, for example at the station 200 . Also, part or all of the operation management device 310 can be composed of a plurality of information processing devices connected via a network.

The operation of the operation management device according to the second embodiment will be explained using FIG. The second embodiment is basically the same as the operation management device according to the first embodiment, and the points of difference will be mainly described. In general, the second embodiment differs from the first embodiment in that, in the first embodiment, the sensors in the operation management device are mounted on the train 100, whereas in the second embodiment , the sensor in the operation management device is installed at a location other than the train 100, for example, at the station 200. FIG.

FIG. 9 shows an operation example of the operation management device 310 according to the second embodiment. In a second embodiment, sensors 107 , 108 and 109 are installed at station 200 instead of train 100 . An information transmission operation management device 120, an information transmission operation management device 121, and an information transmission operation management device 122 that acquire sensor information and transmit the acquired sensor information are installed near each sensor. An information receiving operation management device 921 that receives information transmitted from each information transmission operation management device and performs operation management of the train 100 is installed in the train 100 .

The installation location of each sensor and each information transmission operation management device may be any location other than a train, and the installation location is not limited. Also, the installation location of the information receiving operation management device 921 is not limited to the roof of the train 100, and may be installed inside the train or inside the vehicle body, and the installation location is not limited. The information detected by each sensor and the operation management method of the train 100 using the detected sensor information are the same as in the first embodiment.

FIG. 10 is a block configuration diagram of an operation management device 310 according to the second embodiment. The operation management device 310 according to the second embodiment is composed of an information transmission operation management device 920 and an information reception operation management device 921 . Sensors 107, 108, and 109 in FIG. 9 have the same functions as sensor 300 in FIG. has the same function as the information transmission operation management device 920 in FIG.

The information transmission operation management device 920 is composed of a sensor information recognition section 301 and an information transmission section 901 for transmitting information supplied from the sensor information recognition section 301 .

The information reception operation management device 921 includes an information reception unit 902 that receives information supplied from the information transmission unit 901, a current time door closing determination unit 302, an action prediction unit 303, an operation information management unit 304, and a departure time door closing determination unit. 305 , an individual door control unit 306 , an all door closed determination unit 307 , and a vehicle departure determination unit 308 .

The sensor 300 supplies the detected information to the sensor information recognition section 301 inside the information transmission operation management device 920 . The sensor information recognition unit 301 recognizes the current action from the information of the detected object, and supplies the recognition result to the information transmission unit 901 . The information transmitting section 901 supplies the recognition result to the information receiving section 902 inside the information receiving operation management device 921 . The information receiving unit 902 supplies the received recognition result to the behavior prediction unit 303 .
Other components have the same functions as the operation management device 310 according to the first embodiment.

In addition, the sensor information recognition unit 301 may be provided inside the information reception operation management device 921. In this case, the sensor 300 supplies the detected information to the information transmission unit 901, and the information transmission unit 901 transmits the supplied information. The information is transmitted to the information receiving section 902 inside the information receiving operation management device 921 , and the information receiving section 902 supplies the received information to the sensor information recognition section 301 . The sensor information recognition unit 301 recognizes the current action from the supplied information and supplies the recognition result to the action prediction unit 303 . By providing the sensor information recognition unit 301 inside the information receiving operation management device 921, although the amount of information communicated between the information transmission unit 901 and the information reception unit 902 increases, the information transmission operation management device 920 can be made smaller. .

As described above, according to the second embodiment, by configuring the sensor so that it can be installed outside the train, there are no restrictions on the installation of the sensor, and the detection range of the sensor can be expected to be expanded. By installing , it is possible to suppress the amount of communication between the information transmission unit and the information reception unit, and to prevent operation delays while ensuring the safety of passengers, and even if operation delays occur , it is possible to eliminate the operation delay.

A traffic management device according to the third embodiment will be described with reference to FIG. 11 . The third embodiment is basically the same as the operation management device according to the first embodiment, and the points of difference will be mainly described. In general, the third embodiment differs from the first embodiment in that a traffic management device 310 is provided with a congestion degree measuring unit 1001 . In this embodiment, the congestion degree measuring unit 1001 can perform control to close the door more quickly. In the first embodiment, the doors are controlled to be closed under the conditions of the degree of congestion during the time when there is time to spare and when the vehicle must be stopped, which was determined to keep the doors open.

FIG. 11 is a block configuration diagram of an operation management device 310 according to the third embodiment. A traffic management device 310 according to the third embodiment is provided with a congestion degree measurement unit 1001 . The sensor information recognition unit 301 recognizes the current behavior from the detected object information, and supplies the recognition result to the behavior prediction unit 303 and the congestion degree measurement unit 1001 . The congestion degree measurement unit 1001 measures the congestion degree near the door based on the recognition result, and supplies the measured congestion degree to the individual door control unit 306 . The individual door control unit 306 individually controls each door of the train 100 based on the information supplied from the current time door closing judgment unit 302, the departure time door closing judgment unit 305, the operation information management unit 304, and the congestion degree measurement unit 1001. It opens and closes, and supplies the open/closed state of each door to the all-door closed door determination unit 307 .

FIG. 12 is a diagram showing an operation flow example of the operation management device 310 according to the third embodiment. The operation of the operation management device 310 according to the third embodiment differs from the operation of the operation management device 310 according to the first embodiment in that the processes of steps S1101, S1102, S1103, and S1104 are added. It is a point that was made.

In step S703, when it is determined that the current operation status is "with margin p0" or "must stop p3", the process proceeds to step S1101. In step S1101, the congestion degree measuring unit 1001 measures the degree of congestion in the car near the door. In step S1102, the behavior prediction unit 303 predicts the future behavior of the object detected by the sensor 300, predicts whether the object will board the train 100 for each door, and predicts whether the passenger will board the train 100. If it is predicted, the processing proceeds to step S1103 as no boarding prediction, and if it is predicted that the passenger will board the train 100, it is determined that boarding prediction is present and the processing proceeds to step S1104. In step S1103, the individual door control unit 306 individually closes the doors of the train 100, and proceeds to step S717. In step S1104, the current time door closing determination unit 302 determines whether each door of the train 100 can be safely closed at present.If it is determined that the doors can be safely closed at present, the process proceeds to step S1103. If it is determined that the door cannot be safely closed at present, the process proceeds to step S703.

FIG. 13 shows all the conditions when the individual door control unit 306 according to the third embodiment performs door opening/closing control. The operation of the individual door control unit 306 according to the third embodiment differs from the operation of the individual door control unit 306 according to the first embodiment in that numbers 30, 31, 32, and 33 are added. It is a point that was made.

When the operation information management unit 304 determines that there is room p0 or that the vehicle must be stopped p3, and the congestion degree measurement unit 1001 determines that the degree of congestion is low, it is determined that there is still room for passengers to board the vehicle, and the individual door The control unit 306 keeps the door open (number 30).

When the operation information management unit 304 determines that there is a margin p0 or that the vehicle must stop p3, the congestion degree measurement unit 1001 determines that the degree of congestion is high, and the behavior prediction unit 303 determines that there is no boarding prediction, there are no passengers in the vehicle. Since there is no passenger prediction, the current time door closing determination unit 302 determines that the doors can be safely closed at present, and the individual door control unit 306 individually closes the doors (number 31).

The operation information management unit 304 determines that there is a margin p0 or that the vehicle must be stopped p3, the congestion degree measurement unit 1001 determines that the degree of congestion is large, the behavior prediction unit 303 determines that there is boarding prediction, and the current time door closing determination unit If 302 determines that the doors can be safely closed at present, it is determined that there is no room for passengers to board the vehicle, and the individual door control unit 306 individually closes the doors (number 32).

The operation information management unit 304 determines that there is a margin p0 or that the vehicle must stop p3, the congestion degree measurement unit 1001 determines that the degree of congestion is high, the behavior prediction unit 303 determines that there is boarding prediction, and the current time door closing determination unit 302 determines that the door cannot be closed safely at present, the individual door control unit 306 keeps the door open (number 33).

As described above, according to the third embodiment, by adding the degree of congestion in the train to the conditions for controlling the opening and closing of the doors of the train, the doors of highly congested vehicles can be quickly closed, and passengers can board the less congested vehicles. Since it is possible to encourage passengers to It is possible to eliminate operational delays.

A traffic management device according to the fourth embodiment will be described with reference to FIG. 14 . The fourth embodiment is basically the same as the operation management device according to the first embodiment, and the different points will be mainly described. In general, the fourth embodiment differs from the first embodiment in that a boarding statistic learning inference unit 1201 is installed in the operation management device 310 . In this embodiment, the boarding statistic learning inference unit 1201 can perform control to close the door more quickly. In the first embodiment, the door is opened based on the estimated number of people who are going to get on or off (the number of getting on (and getting off)) etc. during the time when it is determined to keep the door open. Close control.

FIG. 14 is a block configuration diagram of an operation management device 310 according to the fourth embodiment. An operation management device 310 according to the fourth embodiment includes a boarding statistics learning and inference section 1201 . The sensor information recognition unit 301 recognizes the current behavior from the information of the detected object, and supplies the recognition result to the behavior prediction unit 303 and the boarding statistics learning inference unit 1201 .

The operation information management unit 304 determines the current operation status from the departure and arrival times of trains at each station and the current time, and sends the determination result and information on the station where the train is currently stopped to the individual door control unit 306 and the boarding statistics learning and inference unit 1201. supply.

Based on the information supplied from the sensor information recognition unit 301 and the operation information management unit 304, the boarding statistics learning and inference unit 1201 calculates the number of passengers boarding each door among the current actions recognized by the sensor information recognition unit 301. The number of passengers is counted for each station, and the counted number of passengers for each station and for each door is supplied to the individual door control unit 306 .

The individual door control unit 306 individually controls each door of the train 100 based on the information supplied from the current time door closing determination unit 302 , the departure time door closing determination unit 305 , the operation information management unit 304 , and the boarding statistics learning and inference unit 1201 . , and supplies the open/closed state of each door to the all door closed door determination unit 307 .

FIG. 15 is a diagram showing an operation flow example of the operation management device 310 according to the fourth embodiment. The operation of the operation management device 310 according to the fourth embodiment differs from the operation of the operation management device 310 according to the first embodiment in that the processes of steps S1301, S1302, S1303, and S1304 are added. It is a point that was made.

In step S703, when it is determined that the current operation status is "with margin p0" or "must stop p3", the process proceeds to step S1301. In step S1301, the boarding statistics learning inference unit 1201 counts the number of boardings for each station and for each door, and determines whether the number of boardings for each station and door is small based on the already counted number of boardings for each station and door, If the number of boarding is small, the process proceeds to S1302, and if the number of boarding is large, the process proceeds to S703.

In this embodiment, the boarding statistics learning inference unit 1201 learns the boarding number for each door for each station, and applies the learning result for each station and door. For example, the opening/closing control for each station and door on September 18, 2018 is performed based on the number of passengers estimated based on the number of passengers for each station and door learned before September 17, 2018. In more detail, the opening and closing of the Totsuka Station, Tokaido Line, 5th car, 1st door on September 18, 2018 is the Totsuka Station, Tokaido Line, 5th, 1st door that was learned before September 17, 2018. doors are controlled based on the number of occupants. It should be noted that whether the number of passengers is large or small may be determined by setting a threshold value for each station and each door, for example.

In step S1302, the behavior prediction unit 303 predicts the future behavior of the object detected by the sensor 300, predicts whether or not the object will board the train 100 for each door, and predicts whether or not the passenger will board the train 100. If it is predicted, the processing proceeds to step S1303 as no boarding prediction, and if it is predicted that the passenger will board the train 100, it is determined that boarding prediction is present and the processing proceeds to step S1304. In step S1303, the individual door control unit 306 individually closes the doors of the train 100, and the process proceeds to step S717. In step S1304, the current time door closing determination unit 302 determines whether each door of the train 100 can be safely closed at present.If it is determined that the door can be safely closed at present, the process proceeds to step S1303. If it is determined that the door cannot be safely closed at present, the process proceeds to step S703.

FIG. 16 shows all the conditions when the individual door control unit 306 according to the fourth embodiment performs door opening/closing control. The operation of the individual door control unit 306 according to the fourth embodiment differs from the operation of the individual door control unit 306 according to the first embodiment in that numbers 40, 41, 42, and 43 are added. It is a point that was made.

When the operation information management unit 304 determines that there is a margin p0 or that the vehicle must stop p3, and the boarding statistics learning and inference unit 1201 determines that the number of passengers is large, the individual door control unit 306 keeps the door open ( number 40).

When the operation information management unit 304 determines that there is a margin p0 or that the vehicle must stop p3, the boarding statistics learning and inference unit 1201 determines that the number of boarding is small, and the behavior prediction unit 303 determines that there is no boarding prediction, the current time The door closing determination unit 302 determines that the door can be closed safely at present, and the individual door control unit 306 individually closes the door (number 41).

The operation information management unit 304 determines that there is a margin p0 or that the vehicle must stop p3, the boarding statistics learning and inference unit 1201 determines that the number of boarding is small, the behavior prediction unit 303 determines that boarding is predicted, and the door is closed at the current time. When the determination unit 302 determines that the door can be closed safely at present, the individual door control unit 306 individually closes the door (number 42).

The operation information management unit 304 determines that there is a margin p0 or that the vehicle must be stopped p3, the boarding statistics learning and inference unit 1201 determines that the number of boarding is small, the behavior prediction unit 303 determines that boarding is predicted, and the door is closed at the current time. If the unit 302 determines that the door cannot be closed safely at present, the individual door control unit 306 keeps the door open (numeral 43).

As described above, according to the fourth embodiment, by adding the number of passengers at each station and at each door to the conditions for controlling the opening and closing of the doors of the train, the doors with the fewest number of passengers can be quickly closed to ensure the safety of passengers. It is possible to prevent the operation delay while ensuring the operation, and even when the operation delay occurs, it is possible to eliminate the operation delay.

Here, when a vehicle with a small number of passengers is a vehicle with a small number of passengers (the number of people on board) at the same time, there is a possibility that passengers will be guided to a crowded vehicle in the above process. In this case, by using the processing of the third embodiment together and preferentially applying the processing of steps S1101 to S1103 of the third embodiment, it is possible to prevent passengers from boarding congested vehicles.

A traffic management device according to the fifth embodiment will be described with reference to FIG. 17 . The fifth embodiment is basically the same as the operation management device according to the first embodiment, and the points of difference will be mainly described. In general, the fifth embodiment differs from the first embodiment in that an abnormality detection unit 1401 is installed in the operation management device 310 .

FIG. 17 is a block configuration diagram of an operation management device 310 according to the fifth embodiment. The operation management device 310 according to the fifth embodiment is provided with an abnormality detection section 1401 . The sensor information recognition unit 301 recognizes the current behavior from the detected object information, and supplies the recognition result to the behavior prediction unit 303 and the abnormality detection unit 1401 .

The operation information management unit 304 judges the current operation status from the arrival/departure time of the train at each station and the current time, and supplies the judgment result and the information of the station where the train is currently stopping to the individual door control unit 306 and the abnormality detection unit 1401. .

Based on the information supplied from the sensor information recognition unit 301 and the operation information management unit 304, the anomaly detection unit 1401 identifies objects such as objects and people among the current actions recognized by the sensor information recognition unit 301. It confirms whether or not it is caught in the door, and supplies the confirmation result to the individual door control unit 306. - 特許庁

The individual door control unit 306 individually opens and closes each door of the train 100 based on information supplied from the current time door closing determination unit 302, the departure time door closing determination unit 305, the operation information management unit 304, and the abnormality detection unit 1401. Then, the open/closed state of each door is supplied to the all-door closed door determination unit 307 . In particular, when the abnormality detection unit 1401 detects a door abnormality, the door is opened and closed according to the current operation information managed by the operation information management unit 304 . For example, if the anomaly detection unit 1401 detects an anomaly and there is a delay in operation at that time, the door can be opened and closed in a small size in a short time to eliminate objects and people caught in the door and allow new passengers to enter. By preventing boarding, the effects of train delays are suppressed.

FIG. 18 is a diagram showing an operation flow example of the operation management device 310 according to the fifth embodiment. The operation of the operation management device 310 according to the fifth embodiment differs from the operation of the operation management device 310 according to the first embodiment in that steps S1501, S1502, S1503, and S1504 are added. It is a point that was made.

When the train 100 arrives at the station (step S701), all doors are opened (step S702), and the process proceeds to step S1501.

In step S1501, the abnormality detection unit 1401 checks whether an object such as an object or a person is caught between individual doors. If not, it is determined that there is no abnormality, and the process proceeds to step S703. In step S1502, upon receiving the information indicating the existence of an abnormality, the individual door control unit 306 performs door opening/closing control on the door for which an abnormality has been detected according to the current operation information supplied from the operation information management unit 304. Then, the object is eliminated, and the process proceeds to step S703.

In step S717, the all-doors-closed determination unit 307 determines whether or not all the doors of the train 100 are closed. is not closed, the process proceeds to step S703.

In step S1503, the abnormality detection unit 1401 checks whether an object such as an object or a person is caught between individual doors. If not, it is determined that there is no abnormality, and the process proceeds to step S703. In step S1504, upon receiving the information indicating the presence of an abnormality, the individual door control unit 306 performs door opening/closing control according to the current operation information supplied from the operation information management unit 304 for the door for which an abnormality has been detected. Then, the object is eliminated, and the process proceeds to step S718.

FIG. 19 shows all the conditions when the individual door control unit 306 according to the fifth embodiment performs door opening/closing control. The operation of the individual door control unit 306 according to the fifth embodiment differs from the operation of the individual door control unit 306 according to the first embodiment in that the number 50 is added.

When the abnormality detection unit 1401 detects an abnormality in each door, the individual door control unit 306 performs opening/closing control according to the current operation information provided from the operation information management unit 304 in order to eliminate the detected abnormality. (Number 50).

As described above, according to the fifth embodiment, by adding the presence or absence of detection of an abnormality such as an object such as an object or a person being caught in the door to the conditions for controlling the opening and closing of the doors of the train, the train can be operated while ensuring the safety of passengers. It is possible to prevent delays, and even when an operation delay occurs, it is possible to eliminate the operation delay.

In the first to fifth embodiments described above, all the doors are opened in step S702 after the arrival of the train. However, if the air temperature outside the vehicle is high or low and the efficiency of the air conditioning is taken into consideration, it is conceivable to leave the doors open and open only the necessary doors.

In this case, for example, step S702 after the arrival of the train is omitted in the operation flow example of FIG. Then, during the period before departure p1, the door for which boarding is predicted is opened at the timing of opening the door safely. Alternatively, a system in which the passenger operates a button to open the door, which is currently in practical use, may be used. In the period after p1 just before departure, the same flow as in FIG. 4 etc. may be applied to the open door. In this case, the individual door control unit 306 performs opening/closing control of the door while the door is open according to the conditions described in FIG. It should be noted that, in principle, the closed door cannot be opened during the period after p1 just before departure.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.

Moreover, it is possible to add, delete, or replace part of the configuration of each embodiment with another configuration. For example, the installation location of the door controlled by the individual door control unit 306 is not limited to the train 100, and may be, for example, a platform door installed at the station 200. The installation location of the door is not limited.

Also, the train 100 can be replaced with a means of transportation that requires stopping at a predetermined stop based on determined operation information. For example, the train 100 may be a bus or a passenger car controlled by automatic operation.

Further, the action recognized or predicted by the sensor information recognition unit 301 and the action prediction unit 303 may be not only the boarding of the passenger but also the alighting, or both the boarding and the alighting.

Further, each of the configurations, functions, processing units, etc. described above may be realized by hardware, for example, by designing a part or all of them using an integrated circuit. Further, each of the above configurations, functions, etc. may be realized by software control in which a processor executes calculations according to a program for realizing each function. Information such as programs, tables, and files that realize each function is stored in recording devices such as memory, hard disks, SSD (Solid State Drives), or recording media such as IC (Integrated Circuit) cards, SD cards, and DVDs. Then, it can be read into a RAM (Random Access Memory) or the like at the time of execution, and can be executed by a CPU (Central Processing Unit) or the like.

Further, the control lines and information lines indicate those considered necessary for explanation, and not all control lines and information lines are necessarily indicated on the product. In practice, it may be considered that almost all configurations are interconnected.

Further, each configuration, function, processing unit, and the like described above may be implemented in a distributed system by executing a part or all of them on another device, for example, and performing integrated processing via a network. Also, the technical elements of the above-described embodiments may be applied singly, or may be applied after being divided into a plurality of parts such as program parts and hardware parts. Also, the sensor 300 may be included in the operation management device 310 .

100...Train, 101...Window, 102...Door, 103...Window, 104...Door, 105...Window, 106...Door, 107...Sensor, 108...Sensor, 109...Sensor, 110...Passenger with boarding prediction, 111...Boarding Predicted non-passenger 112 Predicted boarding passengers 113 Predicted boarding passengers 114 Predicted boarding passengers 200 Station 201 Door 202 Train 203 Information providing device 205 Detection area 206 Rail 207 Wheel 300 Sensor 310 Operation management device 300 Sensor 301 Sensor information recognition unit 302 Current time door closing determination unit 303 Action prediction unit 304 Operation information management unit 305 Departure time door closing determination unit 306 Individual door control unit 307 All door closing determination unit 308 Departure possibility determination unit t0 All door closing time t1 Departure time p0 With margin p1 Just before departure p2 Departure delay p3 Must stop 120 Information transmission operation control device 121 Information transmission operation control device 122 Information transmission operation control device 921 Information reception operation control device 901 Information transmission unit 902 Information receiving unit 920 Information transmission operation management device 921 Information reception operation management device 1001 Congestion degree measurement unit 1201 Boarding statistics learning inference unit 1401 Abnormality detection unit

Claims (18)

An operation management device that manages operation of means of transportation that stops at predetermined stops based on information on objects detected by sensors and predetermined operation information,
a sensor information recognition unit that recognizes the position, moving speed, and moving direction as the current state of the object based on the information of the object detected by the sensor;
a behavior prediction unit that predicts the future position of the object based on the current state of the object recognized by the sensor information recognition unit;
Based on the relationship between the predetermined departure time of the means of transportation for each of the stops and the current time, the predetermined departure time of the means of transportation is determined as the operation status of the means of transportation based on the predetermined departure time of the means of transportation for each of the stops. a previous first period, a second period after the first period and before a predetermined departure time, a third period that is the predetermined departure time, and a delay from the predetermined departure time An operation information management unit that determines that it is one of the fourth periods;
Based on the future position of the object predicted by the behavior prediction unit and the operation status determined by the operation information management unit, it is possible to close the door of the transportation means without hindrance at present, and Door control for controlling the opening and closing of the door provided in the transportation means so that the door can be closed even before the predetermined departure time when it is not possible to close the door without any trouble at the predetermined departure time. Department and
a departure propriety determination unit for determining that the transportation means cannot depart when it is determined that all the doors provided in the transportation means are not closed depending on the opening/closing state of the doors;
A traffic management device characterized by having The operation management device according to claim 1,
The operation management device, wherein the action prediction unit predicts at least one of a motion of the object getting on the transportation means and a motion of the object getting off the transportation means. The operation management device according to claim 1,
A current time door closing determination unit that determines whether the door can be safely closed at present based on the current state of the object recognized by the sensor information recognition unit or the future position of the object predicted by the behavior prediction unit,
The operation management device, wherein the door control unit controls the opening and closing of the door based on the operation status determined by the operation information management unit and the determination by the current time door closing determination unit. The operation management device according to claim 1,
A departure time door closing determination unit that determines whether the door can be safely closed at a predetermined departure time of the transportation means for each of the stops based on the future position of the object predicted by the behavior prediction unit;
The operation management device, wherein the door control unit controls the opening and closing of the door based on the operation status determined by the operation information management unit and the determination by the departure time door closing determination unit. The operation management device according to claim 1,
Based on the current state of the object detected by the sensor information recognition unit, a congestion degree measurement unit that detects the degree of congestion in the transportation means,
The operation management device, wherein the door control unit controls opening and closing of the door based on the detected degree of congestion. The operation management device according to claim 1,
a boarding statistic learning inference unit that learns at least one of the number of boarding and alighting of passengers for each door of the transportation means for each station based on the current state of the object detected by the sensor information recognition unit;
The operation management device, wherein the door control unit controls opening and closing of the door based on at least one of the number of passengers and the number of alighting learned. The operation management device according to claim 1,
an abnormality detection unit that detects whether the object is caught in the door when the door of the transportation means is closed;
The abnormality detection unit outputs abnormality detection information to the door control unit when detecting that the object is caught between the doors of the transportation means when the doors are closed,
The operation management device, wherein the door control unit performs door opening/closing control based on the abnormality detection information from the abnormality detection unit and the operation status determined by the operation information management unit. Operation that is executed by an information processing device that includes a processing device, a storage device, an input device, and an output device, and manages the operation of transportation means that stops at predetermined stops based on information on objects detected by sensors and predetermined operation information. A management method comprising:
an operation information management step of determining, based on the predetermined operation information, a period from a predetermined departure time of the transportation means for each of the stops to a predetermined time before as a period just before departure;
a behavior prediction step of predicting whether or not the object will board the means of transport in the future based on information on the position, moving speed, moving direction, and position of the door of the means of transport detected by the sensor; ,
a current time door closed determination step of determining whether or not the door of the transport means can be closed without any trouble at present, based on information on the position of the object and the position of the door of the transport means;
Departure time door closure for judging whether the door of the transportation means can be closed without hindrance at the departure time based on the information of the position, moving speed, moving direction of the object, and the position of the door of the transportation means. comprising a decision step;
When it is predicted that the object will board the transportation means in the period just before departure, the door of the transportation means can be closed at present without any trouble, and the door of the transportation means can be closed without trouble at the departure time. A traffic management method characterized by closing the door even before the departure time when it is not possible to do so. The operation management method according to claim 8,
The operation management method, wherein the period just before departure is a period in which the time until the predetermined departure time is less than or equal to a certain period. The operation management method according to claim 8,
The operation management method, wherein the period just before departure is a period in which it is possible to determine whether or not the doors of the transportation means can be closed at the departure time without hindrance in the departure time door closing determination step. The operation management method according to claim 8,
When the object is not expected to board the transportation means in the period just before departure,
An operation management method, wherein the door is closed even before the departure time. The operation management method according to claim 8,
An operation management method, wherein the door is unconditionally kept open for a certain period of time after the door is opened in the period just before departure. The operation management method according to claim 8,
The transportation means has one or more doors, and if there are more than one door, the opening and closing of each door is individually controlled, and whether or not the vehicle can depart is determined based on whether or not all the doors are closed. Characteristic operation management method. The operation management method according to claim 8,
In the operation information management step, determining a predetermined period before the period just before departure as a spare period,
Determining the presence or absence of congestion in the transportation means,
When it is determined that the inside of the means of transport is congested, and when it is predicted that the object will board the means of transport during the period with a margin, and when the door of the means of transport can be closed without any problems at present. is an operation management method characterized by closing the door even before the departure time. The operation management method according to claim 8,
In the operation information management step, determining a predetermined period before the period just before departure as a spare period,
Determining the number of rides on the door of the transportation means,
When it is determined that the door of the transportation means has few boardings and it is predicted that the object will board the transportation means during the time period with margin, the door of the transportation means can now be closed without any trouble. a traffic control method, wherein the door is closed even before the departure time, if the An operation management system including the operation management device according to claim 1,
An operation management system, wherein the operation management system has the sensor. The operation management system according to claim 16,
An operation management system, wherein the sensor is installed at a position capable of detecting the inside and outside of the transportation means. It consists of an information processing device equipped with a processing device, a storage device, an input device, and an output device, and manages the operation of transportation means that stops at predetermined stops based on information on objects detected by sensors and predetermined operation information. a management system,
an operation information management unit that determines, based on the predetermined operation information, a period from a predetermined departure time of the transportation means for each of the stops to a predetermined time before as a period just before departure;
a behavior prediction unit that predicts whether or not the object will board the transportation means in the future based on information on the position, moving speed, moving direction, and position of the door of the transportation means detected by the sensor; ,
a current time door closing determination unit that determines whether or not the door of the transportation means can be closed without any trouble at present, based on information on the position of the object and the position of the door of the transportation means;
Departure time door closure for judging whether the door of the transportation means can be closed without hindrance at the departure time based on the information of the position, moving speed, moving direction of the object, and the position of the door of the transportation means. a judgment unit;
When it is predicted that the object will board the transportation means in the period just before departure, the door of the transportation means can be closed at present without any trouble, and the door of the transportation means can be closed without trouble at the departure time. A traffic management system, comprising: a door control unit that performs control to close the door even before the departure time when it is not possible to do so.

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