WO2022244614A1 - Per-door boarding guidance planning device and per-door boarding guidance planning device - Google Patents

Per-door boarding guidance planning device and per-door boarding guidance planning device Download PDF

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Publication number
WO2022244614A1
WO2022244614A1 PCT/JP2022/019268 JP2022019268W WO2022244614A1 WO 2022244614 A1 WO2022244614 A1 WO 2022244614A1 JP 2022019268 W JP2022019268 W JP 2022019268W WO 2022244614 A1 WO2022244614 A1 WO 2022244614A1
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WIPO (PCT)
Prior art keywords
door
alighting
information
passenger
station
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PCT/JP2022/019268
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French (fr)
Japanese (ja)
Inventor
匠 工藤
努 宮内
祥太 木村
敬一 勝田
直行 五十嵐
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株式会社日立製作所
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Publication of WO2022244614A1 publication Critical patent/WO2022244614A1/en

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry

Definitions

  • the present invention relates to a boarding guidance planning device for each door and a boarding guidance planning method for each door.
  • Patent Document 1 proposes a method of calculating the number of passengers per door.
  • an acceleration sensor mounted on a mobile terminal is used to detect the peak acceleration of each of the front and rear wheels of a vehicle from the vibrations generated when they straddle rail joints. do. Then, the passenger distribution in the vehicle is grasped by calculating the positions of the mobile terminals, ie, the passengers, in the vehicle using the distance between the front and rear wheels, the attenuation factor, and the like.
  • the number of people near the door after getting off is calculated from the expected number of people getting off at each door and the number of passengers at a certain station. Furthermore, the number of passengers that can be boarded is calculated by subtracting the number of passengers after getting off from the capacity near the door. Finally, smooth boarding and alighting is realized by changing the line formation method of passengers on the platform and notifying the number of possible boarding according to the expected number of people getting off and the number of possible boarding for each door.
  • Patent Document 1 uses the damping rate of the vibration power to calculate the passenger's position in the vehicle. Since the vibration propagates from the vehicle to the passenger and from the passenger to the mobile terminal, it is necessary to set the damping rate in the vehicle and the damping rate in the passenger.
  • the damping rate in a vehicle varies depending on the material of the vehicle, the number and weight of the underfloor equipment installed, the performance of the air springs, etc., so the damping rate differs for each vehicle. Since it is not easy to measure the damping rate for each vehicle in advance, for example, when estimating the passenger position using the representative value of the damping rate, depending on the vehicle, the actual damping rate and the representative value of the damping rate There is a deviation, and it may be difficult to accurately estimate the passenger position.
  • the attenuation rate for passengers differs depending on the physique of the passenger and the way in which the mobile terminal is held, such as in a hand or in a bag, so it is not easy to set the attenuation rate accurately for passengers. do not have. Therefore, it is difficult to accurately estimate the passenger position also from the viewpoint of the difficulty of setting the attenuation factor of the passenger.
  • the exit door for each passenger cannot be estimated accurately unless the passenger position can be estimated accurately.
  • the passenger position can be estimated accurately.
  • the calculated number of passengers per door will also be inaccurate. The goal of prevention may be difficult to achieve.
  • the purpose of the present invention is to more accurately predict the congestion situation inside the train, the time it takes to get off the train, and the distribution of passengers inside the train after getting off the train. It is to provide the technology to
  • one typical boarding guidance planning device for each door of the present invention includes an alighting station estimation unit that outputs alighting station information for each passenger, and a passenger position estimation unit that outputs passenger position information in the vehicle.
  • an alighting door position estimating unit that outputs alighting door position and alighting station information for each passenger; an alighting time for each door and passenger distribution information after alighting after alighting; It comprises a door-by-door boarding number planning unit that outputs number-of-boarding plan information, and a door-by-door boarding guidance planning unit that outputs door-by-door boarding guidance plan information.
  • FIG. 1 is a diagram showing the configuration of a vehicle information system having a boarding guidance planning device for each door according to a first embodiment.
  • FIG. 2 is a diagram showing an example of a method of estimating passenger positions in a vehicle.
  • FIG. 3 is a diagram showing an example of the operation of the getting-off door position estimating section.
  • FIG. 4 is a diagram showing an example of the operation of the getting-off time and after-getting-off passenger distribution estimation unit.
  • FIG. 5 is a diagram showing an example of the operation of the per-door passenger number planning unit.
  • FIG. 6 is a diagram showing an example of the operation of the getting-off door position estimating unit when there are a plurality of passengers whose destination is unknown.
  • FIG. 1 is a diagram showing the configuration of a vehicle information system having a boarding guidance planning device for each door according to a first embodiment.
  • FIG. 2 is a diagram showing an example of a method of estimating passenger positions in a vehicle.
  • FIG. 3 is a
  • FIG. 7 is a diagram showing the configuration of a vehicle information system including the door-by-door boarding guidance planning device according to the third embodiment.
  • FIG. 8 is a diagram showing an example of a method of obtaining alighting time for each door and passenger distribution information after getting off at a station ahead of the next station.
  • FIG. 9 is a diagram showing an example of a method of estimating passenger positions in a vehicle.
  • FIG. 10 is a diagram showing the configuration of a vehicle information system including the door-by-door boarding guidance planning device according to the fifth embodiment.
  • the door-by-door boarding guidance planning device estimates the position of the passenger and the station where the passenger gets off using the information of the mobile terminal possessed by the passenger, so that the station where the train will stop next. Estimate the alighting time per door and the passenger distribution after alighting, and plan the number of passengers per door. This prevents excess boarding and alighting times and overcrowding inside the vehicle.
  • FIG. 1 is a diagram showing the configuration of a vehicle information system 1 having a boarding guidance planning device 40 for each door according to this embodiment as a component.
  • the vehicle information system 1 includes a vehicle 10 in which a passenger 30 carrying a mobile terminal 20 rides, a boarding guidance planning device 40 for each door, and facilities on the ground 50 .
  • the door-by-door boarding guidance planning device 40 may be installed on the vehicle 10 or may be installed on the ground 50 .
  • the boarding guidance planning device 40 for each door By passing the information of the mobile terminal 20 possessed by the passenger 30 in the vehicle 10 to the boarding guidance planning device 40 for each door, the number of people who can ride at each door in a certain station is calculated, and the passengers 502 on the ground 50, station staff, etc. A notification is given and the passenger 502 on the ground 50 is guided.
  • the flow up to calculation of door-by-door boarding guidance plan information D406 using the information of the mobile terminal 20 possessed by the passenger 30 in the vehicle 10 will be described below.
  • the door-by-door boarding guidance plan information D406 is information representing how many passengers 502 on the platform 501 are to be boarded at which door.
  • the door-by-door boarding guidance planning device 40 includes an alighting station estimation unit 401, a passenger position estimation unit 402, an alighting door position estimation unit 403, an alighting time and passenger distribution estimation unit 404, a door-by-door number of passengers planning unit 405, and a door-by-door It is composed of a boarding guidance planning unit 406 .
  • the mobile terminal 20 possessed by the passenger 30 in the vehicle 10 transmits the terminal ID information D202 and the terminal position information D201 of the mobile terminal 20 to the boarding guidance planning device 40 for each door.
  • the alighting station estimation unit 401 receives the terminal ID information D202
  • the passenger position estimation unit 402 receives the terminal ID information D202 and the terminal position information D201.
  • the mobile terminal 20 is an information device possessed by the passenger 30, such as a tablet terminal or a smartphone.
  • the terminal ID information D202 is information with which the mobile terminal 20 can be specified. For example, when a specific passenger information application is installed in the mobile terminal 20, the application assigns a unique user number to each mobile terminal and uses the user number as the terminal ID information D202.
  • the alighting station estimating section 401 estimates which station the passenger 30 will get off at based on the terminal ID information D202, and sends it to the alighting door position estimating section 403 as per-passenger alighting station information D401.
  • the passenger-by-passenger alighting station information D401 summarizes the alighting station estimation results for each terminal ID information D202 of the passenger 30 .
  • a method of estimating the alighting station for example, a method of estimating the alighting station using the past alighting station information of the terminal ID information D202, or a method of estimating the alighting station based on the search result of the destination guidance when the application has a destination guidance function.
  • a method of estimating the alighting station for example, a method of estimating the alighting station using the past alighting station information of the terminal ID information D202, or a method of estimating the alighting station based on the search result of the destination guidance when the application has a destination guidance function.
  • the passenger position estimating unit 402 based on the terminal ID information D202 and the terminal position information D201, the car in which the passenger 30 is riding and the position in the vehicle 10 are estimated, and the exit door position is estimated as the passenger position information D402 in the vehicle. Send to section 403 .
  • the in-car passenger position information D402 summarizes the positions of the passengers 30 in the car 10 for each terminal ID information D202 for each car.
  • an alighting door position estimating unit 403 estimates which door the passenger will alight at based on the alighting station information D401 for each passenger and the passenger position information D402 in the vehicle, and determines the alighting door position for each passenger and the alighting station information D403. , to the getting-off time and after-getting-off passenger distribution estimation unit 404 .
  • the alighting door position and alighting station information D403 for each passenger summarizes which door at which station the passenger gets off for each terminal ID information D202.
  • the alighting time and after-alighting passenger distribution estimation unit 404 based on the alighting door position for each passenger, the alighting station information D403, and the alighting station name information D501, the alighting time and the alighting time at the station specified by the alighting station name information D501 are calculated.
  • the distribution of passengers in the vehicle after getting off the vehicle is estimated, and is sent to the number-of-boarding-by-door planning unit 405 as the getting-off time for each door and passenger distribution information after getting off D404.
  • the alighting station name information D501 is the name of the station where the vehicle 10 will stop in the future.
  • the alighting station name information D501 exists, for example, on the ground 50, is generated by a device that recognizes the on-rail position of the vehicle 10 based on the on-rail position of the vehicle 10, and is transmitted to the alighting time and after-alighting passenger distribution estimation unit 404.
  • the getting off station name information in this embodiment is the name of the next station.
  • Door-by-door alighting time and after-alighting passenger distribution information D404 includes door-by-door alighting time information and after-alighting passenger distribution information for each door.
  • Door-by-door getting-off time information is a list of getting-off times at stations specified by the getting-off station name information D501 for each door of the vehicle 10 .
  • the door-by-door passenger distribution information after getting off is information that summarizes the distribution of passengers after getting off at the station specified by the getting-off station name information D501 for each door. is the position and number of passengers near the door before boarding.
  • the number-of-boarding-by-door planning unit 405 prevents uneven congestion in the vehicle 10 and an increase in boarding/alighting time based on the boarding/alighting time and passenger distribution information D404 after boarding/alighting and the boarding/alighting time/crowding level adjustment information D502.
  • the number of passengers that can be boarded at the station specified by the alighting station name information is calculated for each door, and is sent to the boarding guidance planning unit 406 for each door as boarding number planning information D405 for each door.
  • the boarding/alighting time and congestion level adjustment information D502 is information on the boarding/alighting time allowed at the station and the number of passengers allowed near the door.
  • the boarding/alighting time and congestion level adjustment information D502 may be transmitted from a device on the ground 50 or may be stored in the boarding guidance planning device 40 for each door.
  • the planned number of passengers per door D405 is a summary of how many passengers can be boarded at each door at the station specified by the alighting station name information D501. For example, it is the maximum number of people who can get on each door.
  • the door-by-door boarding guidance plan information D406 may be sent to a terminal device possessed by a station attendant, or used to display an open door on a platform door, signage, or a portable terminal possessed by a passenger 502 on the platform. may
  • the number of passengers 502 on the platform As a method of calculating the number of people who actually get on the train at the station specified by the alighting station name information, for example, the past performance value of the number of people boarding the train at the station specified by the alighting station name information, or the number of passengers 502 on the platform. There is a method of distributing the passengers 502 on the platform to each door based on the planned number of passengers per door D405 using the detected value of the sensor.
  • FIG. 2 is a diagram showing an example of a method of estimating the position of a passenger in the vehicle 10 with high accuracy using the mobile terminal 20 and the short-range communication device 60 installed in the vehicle 10. As shown in FIG. 2,
  • the mobile terminal 20 and the short-range communication device 60 perform short-range communication, and the short-range communication device 60 determines the azimuth angle of the signal emitted from the mobile terminal 20 and the mobile terminal 20 and the short-range communication device 60 . and transmits the azimuth angle and the distance to the passenger position estimation unit 402 as the terminal position information D201 together with the terminal ID information D202.
  • the short-range communication device 60 transmits the azimuth angle and the distance to the mobile terminal 20 as azimuth angle and distance information D601, and the mobile terminal 20 uses the azimuth angle and distance information D601 as terminal location information D201 and terminal ID information D202. It may be transmitted to the passenger position estimating unit 402 together.
  • the passenger position estimation unit 402 can estimate the position of the mobile terminal 20 in the vehicle 10 based on the azimuth angle and the distance.
  • FIG. 3 is a diagram showing an example of the operation of the getting-off door position estimation unit 403 in this embodiment.
  • a certain car car N
  • the terminal ID information D202 of the portable terminal 20 possessed by the passenger 30 is expressed as 001, 002, .
  • car No. N will be divided into sections according to the number of doors. Since there are six doors in the case of FIG. 3, it is divided into three sections (sections NA1, NA2, and NA3).
  • the section to which the passenger 30 corresponding to the terminal ID information D202 belongs is specified by using the in-vehicle passenger position information D402.
  • the terminal ID information T101, the belonging section T102, and the alighting station T104 can be obtained as shown in the table T10 of FIG. Create a table.
  • the next station is X1 station
  • the next station after X1 station is X2 station.
  • the door at which the passenger 30 corresponding to the terminal ID information T101 gets off is the door closest to the passenger 30, that is, the door in the section to which the passenger 30 belongs.
  • the exit door candidate T103 is obtained according to the division T102 to which it belongs. For example, for the terminal ID 001, since the division to which it belongs is N-A1, exit door candidates are ND1 and ND2.
  • the alighting station open door T105 is obtained from the alighting station. Assuming that the doors that open at X1 station are N-D1, N-D3, and N-D5, and the doors that open at X2 station are N-D2, N-D4, and N-D6, for terminal ID001, the alighting station is X1 station. Therefore, the exiting station doors are ND1, ND3, and ND5.
  • the exit door estimation information T106 is ND1.
  • FIG. 4 in the alighting time and after-alighting passenger distribution estimation unit 404, the alighting door position for each passenger and the alighting station information D403 in the table T10 shown in FIG. is what I asked for.
  • the alighting time and after-alighting passenger distribution estimating unit 404 first extracts, from the alighting door position and alighting station information D403 for each passenger, those whose alighting station matches the alighting station name information D501. , the number of terminal IDs is counted.
  • the alighting station name information is the next station, X1 station.
  • the terminal IDs belonging to the same section before arrival at X1 station are 001 and 005, and the terminal ID information T101 of passengers getting off at X1 station is 005. Therefore, in section N-A1, the number of passengers before getting off before arriving at X1 is two corresponding to 001 and 005, the number of passengers getting off at X1 station is one corresponding to 005, and the number of passengers after getting off is 001. is one person corresponding to
  • Table T30 in FIG. 4 is used in the following description.
  • the get-off time T306 for each door is further obtained.
  • a method of obtaining the getting off time T306 for each door for example, there is a method of multiplying the time required for getting off per person set in advance by the number of people getting off at each door T304.
  • There are other methods for calculating the time to get off at each door such as taking into account the density near the door and increasing the value of the time it takes for each person to get off if the density is high, but is not limited to the above method. do not have.
  • exit time for each door and the post-exit passenger distribution information D404 are output in the format of table T30 in FIG.
  • the above is an example of the operation of the get-off time and after-get-off passenger distribution estimation unit 404 .
  • FIG. 5 shows an example of the operation of calculating the planned number of passengers per door D405 by using the boarding/alighting time and congestion level adjustment information D502 and the boarding/alighting time/disembarking passenger distribution information D404 for each door, targeting X1 station and car No. N. .
  • the boarding/alighting time and congestion degree adjustment information D502 are the maximum boarding/alighting time allowed at a certain station (X1 station) and the maximum number of passengers allowed for each section of a certain car (car No. N). , the maximum permissible boarding/alighting time is 30 sec, and the maximum number of passengers per section is 50.
  • Table T40 in FIG. 5 is a table used for calculation to plan the number of passengers so that the boarding/alighting time does not become the maximum.
  • the exit time T403 for each door is 5.7 sec
  • the maximum allowable boarding/alighting time is 30 sec
  • the maximum allowable boarding time T404 is 24.3 sec. . Therefore, it is assumed that the number of passengers that can be boarded in 24.3 seconds is calculated as the passenger number candidate 1 (T405) and is 85 persons.
  • the table T50 in FIG. 5 is a table used for calculation to plan the number of passengers so that the number of passengers does not become maximum.
  • the number of passengers T503 after alighting is 41, and the maximum allowable number of passengers is 50. Therefore, the maximum allowable number of passengers is 9, and the 9 are The candidate number of passengers is 2 (T505).
  • the passenger number candidate 1 (T405) is the number of passengers whose boarding/alighting time does not exceed the upper limit
  • the passenger number candidate 2 (T505) is the number of passengers whose number of passengers does not exceed the upper limit.
  • passenger number candidate 2 and set it as planned passenger number T603 in table T60 of FIG.
  • section N-A1 if the smaller one is selected from passenger number candidate 1 and passenger number candidate 2, the number of passengers is 9, and the planned number of passengers is 9.
  • the boarding time T604 when 9 people board is 2.6 sec
  • the boarding/alighting time T605 is 8.3 sec
  • the maximum number of people after boarding T606 is 50 people. Boarding time and number of passengers are not exceeded.
  • Embodiment 1 is applicable when the destination station can be estimated from the terminal IDs of most passengers.
  • the getting-off time for each door and the after-getting-off passenger distribution information D404 are calculated.
  • FIG. 6 is a diagram showing an example of the operation of the getting-off door position estimation unit 403 when there are multiple passengers whose destination is unknown.
  • the getting-off station T704 is unknown for ID009 to ID011, so the getting-off door estimation information T706 is also unknown.
  • the first number of people getting off at X1 station is obtained in the same manner as in the first embodiment, and for the passengers whose destination is unknown, the second number of people getting off is obtained separately.
  • the number of people getting off at X1 station is estimated by adding the number of people getting off at 1 and the number of people getting off at the second, and the getting-off time for each door and the passenger distribution information D404 after getting off are obtained from the number of people getting off.
  • the method of estimating the number of passengers of unknown destination getting off for example, the number of passengers of unknown destination who got on before arriving at X1 station and the number of passengers of unknown destination who got off at X1 station are accumulated.
  • the second method of estimating the number of people getting off the train is not limited to the above method, and any method may be used as long as it uses past performance values regarding passengers with unknown destinations.
  • the number of alighting passengers is significantly higher than when estimating the number of alighting passengers without separating passengers with known destinations from those with unknown destinations.
  • the estimation error may become smaller.
  • the second method of estimating the destination of a passenger whose destination information corresponding to the terminal ID is registered is expected to improve the accuracy of estimating the alighting station compared to the first method in which the destination information is not given. and the estimation error of the number of alighting passengers is assumed to be 5%.
  • the error of the first method 10 people actually got off the train, whereas the error of the first method is 20%.
  • the second method 30 people actually got off the train, but the error in the second method is 5%. be. Since the number of alighting passengers at X1 station is obtained by adding the number of alighting passengers obtained by the first method and the second method, the maximum error in the number of alighting passengers is 3.5. Therefore, the error of the number of people getting off the train is 8 when estimated only by the first method.
  • the number of people getting off at the station can be estimated with a small error, It is possible to calculate the planned number of passengers, and prevent uneven distribution of passengers in the vehicle and excess boarding and alighting time.
  • Examples 1 and 2 calculated the planned number of passengers for each door, targeting the station where a certain train stops next. Further, in this embodiment, a method for calculating the planned number of passengers at stations ahead of the next station will be described.
  • FIG. 7 is a diagram showing the configuration of the vehicle information system 1 having the door-by-door boarding guidance planning device 40 according to this embodiment as a component.
  • a door-by-door boarding guidance plan storage unit 407 and door-by-door boarding guidance plan storage information D407 are added as compared with the first embodiment.
  • the door-by-door boarding guidance plan storage unit 407 is a database that stores the calculated door-by-door boarding guidance plan information D406. For example, the door-by-door boarding guidance plan information for Station X1 calculated in Example 1 is stored.
  • the alighting time and after-alighting passenger distribution estimation unit 404 further receives door-by-door boarding guidance plan storage information D407 from the door-by-door boarding guidance plan storage unit 407, and determines the door-by-door boarding guidance plan storage information D407. Time and after getting off passenger distribution information D404 is obtained.
  • Table T80 in FIG. 8 is a diagram showing a method of calculating the estimated number of people after boarding after departure from X1 station, based on the planned number of people to be guided obtained by the method of the first embodiment.
  • the planned number of passengers to be induced T805 is obtained using the past actual number of passengers and the planned number of passengers T804 at station X1, and the planned number of passengers to be guided is set to 8 in section NA1.
  • the estimated value T806 of the number of passengers after boarding at X1 is 49.
  • the table T90 in FIG. 8 is a table for estimating the number of people getting off T904, the number of people after getting off T905, and the getting off time for each door T906 at X2 station, and is obtained using the estimated number of people after getting on T806.
  • the number of passengers T903 before getting off in the table T90 is the estimated number of passengers after boarding T806.
  • the destination station of the passenger boarding at X1 station is unknown. Therefore, first, after calculating the number of passengers whose destination is known from the terminal ID and the section of the station to get off at X2 station, the number of passengers getting off the train is estimated separately for passengers whose destination is unknown.
  • Example 2 the method described in Example 2 is used for estimating the number of people getting off when including passengers whose destination is unknown.
  • the subsequent operations are the same as in the first embodiment, and the planned number of passengers at X2 station can be calculated.
  • This embodiment is a method of estimating passenger positions in a vehicle from relative position estimation by short-range communication between mobile terminals, position estimation values by GNSS for each mobile terminal, and latitude and longitude of the vehicle.
  • Fig. 9 is a diagram showing a method for estimating the passenger position in the vehicle in this embodiment.
  • a plurality of terminals with high position estimation accuracy by the GNSS sensor are selected.
  • a terminal with high accuracy for example, using DOP, which is a deterioration index of positioning accuracy determined by the arrangement of satellites that can receive radio waves
  • terminals with high positioning accuracy that have a DOP smaller than a certain reference value are selected with high accuracy. Select as terminal.
  • the train position information includes, for example, train latitude and longitude information estimated using a GNSS sensor mounted on the train, but is not limited to this information.
  • the rail between the GNSS sensor and the high-precision terminal Find the distance along
  • the distance along the rail between the GNSS sensor and the precision terminal is divided by the vehicle length.
  • the value obtained by adding 1 to the integer part of the division result is the car number when the first car is the first car.
  • Terminal 22 and third reference terminal 23 the position of the first reference terminal is the first reference terminal position, the position of the second reference terminal is the second reference terminal position, and the position of the third reference terminal is the second reference terminal position. Let three reference terminal positions.
  • the representative position and representative axis 80 of car No. N are obtained.
  • the representative position of car No. N can be obtained from the latitude and longitude information of the GNSS sensor mounted on the train and the latitude and longitude information of the rail curve.
  • the representative position of car No. N is one of the four corners of the car, as shown in FIG.
  • the representative axis sets the first axis along the rail and the second axis along the sleeper direction.
  • the origin of the representative axis of No. N car is the representative position of No. N car.
  • the first reference terminal position, the second reference terminal position, the third reference terminal position, the representative position of car No. N, and the representative axis 80 the first reference terminal with reference to the representative axis of car No. In-vehicle position, second reference terminal in-vehicle position, and third reference terminal in-vehicle position are obtained.
  • the in-vehicle position of the reference terminal in car No. N was calculated.
  • the in-vehicle position of the non-reference terminal 20 in the N car is calculated as a terminal other than the reference terminal.
  • a first distance D211 between the first reference terminal position and the non-reference terminal and a second distance D221 between the second reference terminal position and the non-reference terminal are obtained.
  • a third distance D231 between the third reference terminal position and the non-reference terminal is obtained.
  • the rectangle formed by the first reference terminal 21, the second reference terminal 22, the third reference terminal 23, and the non-reference terminal 20 is Since the positions of the first reference terminal 21, the second reference terminal 22, and the third reference terminal 23 are known, the position of the non-reference terminal 20 can also be determined uniquely.
  • the terminal position in any car can be estimated without the need to install an additional communication device for each car.
  • the terminal position obtained by this embodiment it is possible to calculate the planned number of passengers even at stations ahead of the next station of a certain train, thereby preventing uneven distribution of passengers in the train and excess boarding and alighting time.
  • Examples 1 to 4 are based on the premise that most of the passengers have mobile terminals. This paper describes a method for estimating passenger positions, a method for estimating exit time for each door, and a method for estimating distribution of passengers after getting off. Also in this embodiment, the object is the N car.
  • FIG. 10 is a diagram showing the vehicle information system 1 having the door-by-door boarding guidance planning device 40 according to the present embodiment as a component. further exist.
  • the pressure sensor 90 is a sensor installed, for example, near the bogie of each car in order to measure the weight of the vehicle.
  • the car load measurement unit 408 reads the value 901 of the pressure sensor 90, calculates the load on the car, and outputs it to the passenger position estimation unit 402 as car load information D408.
  • the passenger position estimating unit 402 uses short-range communication or the like to identify the positions of passengers who can receive the terminal ID information D202 in the car. Next, after calculating the number of passengers who can receive the terminal ID information D202 in the car No. N and assuming the weight per person, the total weight of the passengers who can receive the terminal ID information D202 is calculated and obtained from the car load information. Subtract from the total weight to obtain remaining weight information.
  • the remaining weight information is obtained by subtracting the total weight of the passengers who can receive the terminal ID information D202 from the above total weight, so it is the total weight of the passengers who cannot receive the terminal ID information D202. Next, the remaining weight information is divided by the weight per person to calculate the number of passengers who cannot receive the terminal ID.
  • the number of passengers who cannot receive the terminal ID information D202 is distributed to each compartment in the vehicle.
  • the number of passengers who cannot receive the terminal ID information D202 is evenly distributed to each section and treated as passengers whose destination is unknown.
  • the pressure sensor of the vehicle by further using the pressure sensor of the vehicle, passengers who do not have a mobile terminal, or passengers who have a mobile terminal but cannot communicate with the door-by-door boarding guidance planning device Even if there are a certain number of passengers, the planned number of passengers can be calculated, and uneven distribution of passengers in the vehicle and excess boarding and alighting time can be prevented.
  • the present invention is not limited to the above-described embodiments, and includes various modifications.
  • 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 described configurations.
  • it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment and it is also possible to add the configuration of another embodiment to the configuration of one embodiment.
  • each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing a part or all of them using an integrated circuit.
  • each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function.
  • Information such as programs, tables, and files that implement each function can be stored in recording devices such as memory, hard disks, SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.
  • Vehicle information system 10 Vehicle 20 Portable terminal 30 Passenger 40 Door guidance planning device 50 Ground 60 Short-range communication device 70 GNSS sensor 80 Representative position and representative axis, 90... pressure sensor;

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Abstract

The purpose of the present invention is to provide a technology that more accurately predicts an in-car congestion state, an alighting time, and a post-alighting in-car passenger distribution, thereby appropriately guiding passengers on platforms and realizing the prevention of an excess in alighting time and the prevention of overcrowding in cars. Therefore, the per-door boarding guidance planning device according to the present invention comprises an alighting station estimation unit for outputting per-passenger alighting station information, a passenger position estimation unit for outputting in-car passenger position information, an alighting door position estimation unit for outputting a per-passenger alighting door position and alighting station information, an alighting time and post-alighting in-car passenger distribution estimation unit for outputting a per-door alighting time and post-alighting passenger distribution information, a per-door passenger count planning unit for outputting per-door passenger count planning information, and a per-door boarding guidance planning unit for outputting per-door boarding guidance planning information.

Description

ドア毎乗車誘導計画装置及びドア毎乗車誘導計画方法Boarding Guidance Planning Device for Each Door and Boarding Guidance Planning Method for Each Door
　本発明はドア毎乗車誘導計画装置及びドア毎乗車誘導計画方法に関する。 The present invention relates to a boarding guidance planning device for each door and a boarding guidance planning method for each door.
　列車の乗客快適度向上、感染症拡大防止、及び遅延防止のため、車両内の特定の場所や特定の号車が過密になることを防ぐ必要がある。この実現のためには、車両内のどの地点に乗客がいるかを表す車両内の乗客分布の正確な把握や、旅客に対する適切な誘導の実施が不可欠である。車両内乗客分布の算出方法については特許文献１に記されている。また、車内の乗客分布には偏りがあることから、ドアごとに降車時間が異なる。そのため、旅客に対する適切な誘導をするには、ドアごとの降車時間と降車後の車内乗客分布を推定し、ドアごとに乗車させる人数を求める必要がある。ドアごとに乗せる人数を算出する方法については特許文献２において提案がなされている。 In order to improve the comfort of train passengers, prevent the spread of infectious diseases, and prevent delays, it is necessary to prevent overcrowding in specific places and specific cars. In order to realize this, it is essential to accurately grasp the passenger distribution in the vehicle, which indicates where the passengers are in the vehicle, and to guide the passengers appropriately. A method for calculating the passenger distribution in the vehicle is described in Patent Document 1. In addition, since there is a bias in the distribution of passengers inside the car, the exit time differs for each door. Therefore, in order to appropriately guide passengers, it is necessary to estimate the disembarkation time for each door and the distribution of passengers after disembarkation, and to obtain the number of passengers per door. Patent Document 2 proposes a method of calculating the number of passengers per door.
　特許文献１に開示されている方法では、携帯端末に搭載された加速度センサを用いて、ある車両の前輪と後輪がそれぞれレール継ぎ目を跨いだ際に発生する振動から、それぞれのピーク加速度を検出する。そして、前後輪の距離や減衰率などを用いて、車両内における携帯端末、即ち乗客の位置を算出することにより、車両内の乗客分布を把握する。 In the method disclosed in Patent Document 1, an acceleration sensor mounted on a mobile terminal is used to detect the peak acceleration of each of the front and rear wheels of a vehicle from the vibrations generated when they straddle rail joints. do. Then, the passenger distribution in the vehicle is grasped by calculating the positions of the mobile terminals, ie, the passengers, in the vehicle using the distance between the front and rear wheels, the attenuation factor, and the like.
　特許文献２に開示されている手法では、ある駅におけるドアごとの降車予想人数と乗客数から、降車後のドア付近人数を算出する。さらに、ドア付近の定員から降車後の人数を減算することで、乗車可能数を算出する。最後に、前記ドアごとの降車予想人数と乗車可能数に応じて、ホーム上旅客の列形成方法の変更や乗車可能数の通知を行うことにより、スムーズな乗降を実現する。 In the method disclosed in Patent Document 2, the number of people near the door after getting off is calculated from the expected number of people getting off at each door and the number of passengers at a certain station. Furthermore, the number of passengers that can be boarded is calculated by subtracting the number of passengers after getting off from the capacity near the door. Finally, smooth boarding and alighting is realized by changing the line formation method of passengers on the platform and notifying the number of possible boarding according to the expected number of people getting off and the number of possible boarding for each door.
特開２０１５－１９７３８３号公報JP 2015-197383 A 特開２００５－２７１７６５号公報JP 2005-271765 A
　特許文献１の方法では、車両内における乗客の位置を算出するために、振動パワーの減衰率を用いる。振動は車両から乗客、乗客から携帯端末へと伝搬することから、車両における減衰率と乗客における減衰率を設定する必要がある。 The method of Patent Document 1 uses the damping rate of the vibration power to calculate the passenger's position in the vehicle. Since the vibration propagates from the vehicle to the passenger and from the passenger to the mobile terminal, it is necessary to set the damping rate in the vehicle and the damping rate in the passenger.
　車両における減衰率は、車両の材質や搭載している床下装置の数や重量、空気ばねの性能等によって変化するため、車両ごとに減衰率は異なる。数ある車両ごとに減衰率を予め測定することは容易ではないことから、例えば減衰率の代表値を使用して乗客位置を推定する場合、車両によっては実際の減衰率と減衰率の代表値に乖離があり、乗客位置の推定を正確に行うことが難しい可能性がある。 The damping rate in a vehicle varies depending on the material of the vehicle, the number and weight of the underfloor equipment installed, the performance of the air springs, etc., so the damping rate differs for each vehicle. Since it is not easy to measure the damping rate for each vehicle in advance, for example, when estimating the passenger position using the representative value of the damping rate, depending on the vehicle, the actual damping rate and the representative value of the damping rate There is a deviation, and it may be difficult to accurately estimate the passenger position.
　さらに、乗客における減衰率については、乗客の体格や、手に持っている、カバンに入れている、といった携帯端末を持つ方法によって異なるため、乗客における減衰率の設定を正確に行うことは容易ではない。そのため、乗客の減衰率設定の難しさ、という観点においても、乗客位置の推定を正確に行うことが難しい。 Furthermore, the attenuation rate for passengers differs depending on the physique of the passenger and the way in which the mobile terminal is held, such as in a hand or in a bag, so it is not easy to set the attenuation rate accurately for passengers. do not have. Therefore, it is difficult to accurately estimate the passenger position also from the viewpoint of the difficulty of setting the attenuation factor of the passenger.
　降車ドアの推定に乗客位置の推定値を用いる場合、乗客位置の推定を正確に行えないと、乗客ごとの降車ドア推定を正確に行うことができない。この場合、ドアごとの降車人数や、降車人数等に基づいて計算される降車時間、及び降車後の車内乗客分布の計算を正確に行えない可能性がある、という課題がある。さらに、降車時間や降車後の車内乗客分布を正確に予測できない場合、これらに基づいて算出されるドアごとに乗車させる人数も正確ではないことから、車両内における特定の場所が過密になることを防止する、という目的の達成が難しい可能性がある。 When using the estimated value of the passenger position to estimate the exit door, the exit door for each passenger cannot be estimated accurately unless the passenger position can be estimated accurately. In this case, there is a problem that it may not be possible to accurately calculate the number of people getting off at each door, the getting off time calculated based on the number of getting off, and the distribution of passengers inside the vehicle after getting off. Furthermore, if it is not possible to accurately predict alighting times and the distribution of passengers in the vehicle after alighting, the calculated number of passengers per door will also be inaccurate. The goal of prevention may be difficult to achieve.
　特許文献２の方法では、乗車可能数を乗客へ提供し、旅客を誘導している。乗車可能数は人が下りた後、何人乗車可能かを表す指標であることから、人が大量に降車したドアの乗車可能数は大きな値を取り、多くの乗客が乗車するよう誘導することになる。このような場合、降車人数が多いことから降車時間が長くなり、さらに乗車人数が多いことから乗車時間も長くなるため、乗降時間が増大し、乗降時間が駅停車時間を超過して遅延に繋がる可能性がある。 In the method of Patent Document 2, passengers are guided by providing the number of possible rides. Since the number of boarding capacity is an index that shows how many people can board after people get off, the number of boarding capacity at the door where a large number of people got off takes a large value, and many passengers are induced to board. Become. In such a case, the more people getting off the train, the longer it takes to get off the train, and the more people getting on the train, the longer the boarding time. there is a possibility.
　本発明の目的は、車内混雑状況や降車時間、及び降車後車内乗客分布をより正確に予測することで、ホーム上旅客を適切に誘導し、乗降時間の超過防止と車両内の過密防止を実現する技術を提供することである。 The purpose of the present invention is to more accurately predict the congestion situation inside the train, the time it takes to get off the train, and the distribution of passengers inside the train after getting off the train. It is to provide the technology to
　かかる課題を解決するために、代表的な本発明のドア毎乗車誘導計画装置の一つは、乗客毎降車駅情報を出力する降車駅推定部と、車両内乗客位置情報を出力する乗客位置推定部と、乗客毎降車ドア位置及び降車駅情報を出力する降車ドア位置推定部と、ドア毎降車時間及び降車後乗客分布情報を出力する降車時間及び降車後車内乗客分布推定部と、ドア毎乗車人数計画情報を出力するドア毎乗車人数計画部と、ドア毎乗車誘導計画情報を出力するドア毎乗車誘導計画部とを備える。 In order to solve this problem, one typical boarding guidance planning device for each door of the present invention includes an alighting station estimation unit that outputs alighting station information for each passenger, and a passenger position estimation unit that outputs passenger position information in the vehicle. an alighting door position estimating unit that outputs alighting door position and alighting station information for each passenger; an alighting time for each door and passenger distribution information after alighting after alighting; It comprises a door-by-door boarding number planning unit that outputs number-of-boarding plan information, and a door-by-door boarding guidance planning unit that outputs door-by-door boarding guidance plan information.
　本発明により、車内混雑状況や降車時間、及び降車後車内乗客分布をより正確に予測することで、ホーム上旅客を適切に誘導し、乗降時間の超過防止と車両内の過密防止を実現することができる。 To appropriately guide passengers on the platform, prevent excessive boarding and alighting times, and prevent overcrowding in the train by predicting more accurately the congestion situation inside the train, the time to get off the train, and the distribution of passengers inside the train after getting off the train, according to the present invention. can be done.
　上記した以外の課題、構成及び効果は、以下の実施形態の説明により明らかにされる。 Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiment.
図１は、実施例１に係るドア毎乗車誘導計画装置を構成要素とする車両情報システムの構成を表す図である。FIG. 1 is a diagram showing the configuration of a vehicle information system having a boarding guidance planning device for each door according to a first embodiment. 図２は、車両内の乗客位置を推定する方法の一例を表す図である。FIG. 2 is a diagram showing an example of a method of estimating passenger positions in a vehicle. 図３は、降車ドア位置推定部の動作の一例を表す図である。FIG. 3 is a diagram showing an example of the operation of the getting-off door position estimating section. 図４は、降車時間及び降車後車内乗客分布推定部の動作の一例を表す図である。FIG. 4 is a diagram showing an example of the operation of the getting-off time and after-getting-off passenger distribution estimation unit. 図５は、ドア毎乗車人数計画部の動作の一例を表す図である。FIG. 5 is a diagram showing an example of the operation of the per-door passenger number planning unit. 図６は、行先不明客が複数名いる場合の降車ドア位置推定部の動作の一例を表す図である。FIG. 6 is a diagram showing an example of the operation of the getting-off door position estimating unit when there are a plurality of passengers whose destination is unknown. 図７は、実施例３に係るドア毎乗車誘導計画装置を構成要素とする車両情報システムの構成を表す図である。FIG. 7 is a diagram showing the configuration of a vehicle information system including the door-by-door boarding guidance planning device according to the third embodiment. 図８は、次駅より先の駅におけるドア毎降車時間及び降車後乗客分布情報を求める方法の一例を表す図である。FIG. 8 is a diagram showing an example of a method of obtaining alighting time for each door and passenger distribution information after getting off at a station ahead of the next station. 図９は、車両内の乗客位置を推定する方法の一例を表す図である。FIG. 9 is a diagram showing an example of a method of estimating passenger positions in a vehicle. 図１０は、実施例５に係るドア毎乗車誘導計画装置を構成要素とする車両情報システムの構成を表す図である。FIG. 10 is a diagram showing the configuration of a vehicle information system including the door-by-door boarding guidance planning device according to the fifth embodiment.
　以下に、添付図面を参照して、本発明に係る実施形態について説明し、本発明の理解に供する。尚、以下の実施形態は、本発明を具体化した一例であって、本発明の技術的範囲を限定する性格のものではない。 Hereinafter, embodiments according to the present invention will be described with reference to the accompanying drawings for understanding of the present invention. It should be noted that the following embodiment is an example that embodies the present invention, and is not intended to limit the technical scope of the present invention.
　以下、実施の形態について図面を参照して説明する。 Embodiments will be described below with reference to the drawings.
　本実施例に係るドア毎乗車誘導計画装置は、乗客が所持する携帯端末の情報を用いて乗客の位置、及び乗客が降車する駅の推定を行うことにより、ある列車が次に停車する駅におけるドア毎降車時間、及び降車後乗客分布を推定し、ドアごとの乗車人数を計画する。これにより、乗降時間の超過防止と車両内の過密防止を実現する。 The door-by-door boarding guidance planning device according to the present embodiment estimates the position of the passenger and the station where the passenger gets off using the information of the mobile terminal possessed by the passenger, so that the station where the train will stop next. Estimate the alighting time per door and the passenger distribution after alighting, and plan the number of passengers per door. This prevents excess boarding and alighting times and overcrowding inside the vehicle.
　図１は本実施例に係るドア毎乗車誘導計画装置４０を構成要素とする車両情報システム１の構成を表す図である。車両情報システム１は、携帯端末２０を所持する乗客３０が乗車する車両１０、ドア毎乗車誘導計画装置４０、及び地上５０の設備より構成される。ドア毎乗車誘導計画装置４０は、車両１０に設置されていてもよいし、地上５０に設置されていてもよい。車両１０内の乗客３０が所持する携帯端末２０の情報をドア毎乗車誘導計画装置４０に渡すことで、ある駅におけるドアごとに乗せる人数を算出し、地上５０の旅客５０２や駅務員等に通知を行い、地上５０の旅客５０２を誘導する。 FIG. 1 is a diagram showing the configuration of a vehicle information system 1 having a boarding guidance planning device 40 for each door according to this embodiment as a component. The vehicle information system 1 includes a vehicle 10 in which a passenger 30 carrying a mobile terminal 20 rides, a boarding guidance planning device 40 for each door, and facilities on the ground 50 . The door-by-door boarding guidance planning device 40 may be installed on the vehicle 10 or may be installed on the ground 50 . By passing the information of the mobile terminal 20 possessed by the passenger 30 in the vehicle 10 to the boarding guidance planning device 40 for each door, the number of people who can ride at each door in a certain station is calculated, and the passengers 502 on the ground 50, station staff, etc. A notification is given and the passenger 502 on the ground 50 is guided.
　以下、車両１０内の乗客３０が所持する携帯端末２０の情報を用い、ドア毎乗車誘導計画情報Ｄ４０６を算出するまでの流れを説明する。ドア毎乗車誘導計画情報Ｄ４０６とは、ホーム５０１上の旅客５０２をどのドアに何人乗せるか、を表す情報である。 The flow up to calculation of door-by-door boarding guidance plan information D406 using the information of the mobile terminal 20 possessed by the passenger 30 in the vehicle 10 will be described below. The door-by-door boarding guidance plan information D406 is information representing how many passengers 502 on the platform 501 are to be boarded at which door.
　ドア毎乗車誘導計画装置４０は、降車駅推定部４０１、乗客位置推定部４０２、降車ドア位置推定部４０３、降車時間及び降車後車内乗客分布推定部４０４、ドア毎乗車人数計画部４０５及びドア毎乗車誘導計画部４０６より構成される。 The door-by-door boarding guidance planning device 40 includes an alighting station estimation unit 401, a passenger position estimation unit 402, an alighting door position estimation unit 403, an alighting time and passenger distribution estimation unit 404, a door-by-door number of passengers planning unit 405, and a door-by-door It is composed of a boarding guidance planning unit 406 .
　まず、車両１０内の乗客３０が所持する携帯端末２０は、携帯端末２０の端末ＩＤ情報Ｄ２０２及び端末位置情報Ｄ２０１をドア毎乗車誘導計画装置４０に送信する。ドア毎乗車誘導計画装置４０において、降車駅推定部４０１は前記端末ＩＤ情報Ｄ２０２を、乗客位置推定部４０２は前記端末ＩＤ情報Ｄ２０２及び端末位置情報Ｄ２０１を受信する。 First, the mobile terminal 20 possessed by the passenger 30 in the vehicle 10 transmits the terminal ID information D202 and the terminal position information D201 of the mobile terminal 20 to the boarding guidance planning device 40 for each door. In the boarding guidance planning device 40 for each door, the alighting station estimation unit 401 receives the terminal ID information D202, and the passenger position estimation unit 402 receives the terminal ID information D202 and the terminal position information D201.
　携帯端末２０とは、乗客３０が所持する情報機器であり、例えばタブレット端末やスマートフォンである。 The mobile terminal 20 is an information device possessed by the passenger 30, such as a tablet terminal or a smartphone.
　端末ＩＤ情報Ｄ２０２とは、携帯端末２０を特定することのできる情報である。例えば携帯端末２０に特定の乗客案内アプリケーションが入っている場合、アプリケーション側で携帯端末ごとに固有のユーザ番号を割り当て、前記ユーザ番号を端末ＩＤ情報Ｄ２０２として用いる。 The terminal ID information D202 is information with which the mobile terminal 20 can be specified. For example, when a specific passenger information application is installed in the mobile terminal 20, the application assigns a unique user number to each mobile terminal and uses the user number as the terminal ID information D202.
　次に、降車駅推定部４０１において、前記端末ＩＤ情報Ｄ２０２に基づいて乗客３０がどの駅で降車するかを推定し、乗客毎降車駅情報Ｄ４０１として、降車ドア位置推定部４０３へ送る。乗客毎降車駅情報Ｄ４０１とは、乗客３０の端末ＩＤ情報Ｄ２０２ごとに降車駅推定結果をまとめたものである。 Next, the alighting station estimating section 401 estimates which station the passenger 30 will get off at based on the terminal ID information D202, and sends it to the alighting door position estimating section 403 as per-passenger alighting station information D401. The passenger-by-passenger alighting station information D401 summarizes the alighting station estimation results for each terminal ID information D202 of the passenger 30 .
　降車駅推定方法としては、例えば前記端末ＩＤ情報Ｄ２０２の過去の降車駅情報を用いて降車駅を推定する方法や、アプリケーションに行き先案内機能がある場合は、行き先案内の検索結果より、降車駅を推定する方法がある。 As a method of estimating the alighting station, for example, a method of estimating the alighting station using the past alighting station information of the terminal ID information D202, or a method of estimating the alighting station based on the search result of the destination guidance when the application has a destination guidance function. There is a way to estimate
　さらに、乗客位置推定部４０２において、前記端末ＩＤ情報Ｄ２０２及び端末位置情報Ｄ２０１に基づき、乗客３０が乗っている号車や車両１０内の位置を推定し、車両内乗客位置情報Ｄ４０２として降車ドア位置推定部４０３へ送る。車両内乗客位置情報Ｄ４０２とは、それぞれの号車について、車両１０内における乗客３０の位置を端末ＩＤ情報Ｄ２０２ごとにまとめたものである。 Furthermore, in the passenger position estimating unit 402, based on the terminal ID information D202 and the terminal position information D201, the car in which the passenger 30 is riding and the position in the vehicle 10 are estimated, and the exit door position is estimated as the passenger position information D402 in the vehicle. Send to section 403 . The in-car passenger position information D402 summarizes the positions of the passengers 30 in the car 10 for each terminal ID information D202 for each car.
　次に、降車ドア位置推定部４０３において、乗客毎降車駅情報Ｄ４０１と車両内乗客位置情報Ｄ４０２に基づき、乗客が、どのドアで降車するかを推定し、乗客毎降車ドア位置及び降車駅情報Ｄ４０３として、降車時間及び降車後車内乗客分布推定部４０４へ送る。 Next, an alighting door position estimating unit 403 estimates which door the passenger will alight at based on the alighting station information D401 for each passenger and the passenger position information D402 in the vehicle, and determines the alighting door position for each passenger and the alighting station information D403. , to the getting-off time and after-getting-off passenger distribution estimation unit 404 .
　乗客毎降車ドア位置及び降車駅情報Ｄ４０３とは、乗客がどの駅のどのドアで降車するかを、端末ＩＤ情報Ｄ２０２ごとにまとめたものである。 The alighting door position and alighting station information D403 for each passenger summarizes which door at which station the passenger gets off for each terminal ID information D202.
　次に、降車時間及び降車後車内乗客分布推定部４０４において、乗客毎降車ドア位置及び降車駅情報Ｄ４０３、及び降車駅名称情報Ｄ５０１に基づき、降車駅名称情報Ｄ５０１で指定された駅における降車時間及び降車後の車両内の乗客の分布を推定し、ドア毎降車時間及び降車後乗客分布情報Ｄ４０４として、ドア毎乗車人数計画部４０５へ送る。 Next, in the alighting time and after-alighting passenger distribution estimation unit 404, based on the alighting door position for each passenger, the alighting station information D403, and the alighting station name information D501, the alighting time and the alighting time at the station specified by the alighting station name information D501 are calculated. The distribution of passengers in the vehicle after getting off the vehicle is estimated, and is sent to the number-of-boarding-by-door planning unit 405 as the getting-off time for each door and passenger distribution information after getting off D404.
　降車駅名称情報Ｄ５０１とは、車両１０が今後停車する駅の名称である。降車駅名称情報Ｄ５０１は、例えば地上５０に存在し、車両１０の在線位置を認識する装置が、車両１０の在線位置に基づいて生成し、降車時間及び降車後車内乗客分布推定部４０４に送信してもよい。本実施例では次駅に対する推定を行うことから、本実施例における降車駅名称情報は、次駅の名称である。 The alighting station name information D501 is the name of the station where the vehicle 10 will stop in the future. The alighting station name information D501 exists, for example, on the ground 50, is generated by a device that recognizes the on-rail position of the vehicle 10 based on the on-rail position of the vehicle 10, and is transmitted to the alighting time and after-alighting passenger distribution estimation unit 404. may In this embodiment, since the next station is estimated, the getting off station name information in this embodiment is the name of the next station.
　ドア毎降車時間及び降車後乗客分布情報Ｄ４０４はドア毎降車時間情報とドア毎降車後乗客分布情報を含む。ドア毎降車時間情報とは、降車駅名称情報Ｄ５０１で指定された駅における降車時間を車両１０のドアごとにまとめたリストである。また、ドア毎降車後乗客分布情報とは、降車駅名称情報Ｄ５０１で指定された駅における乗客降車後の乗客分布をドアごとにまとめた情報であり、例えば降車後、車両１０に新たに旅客５０２が乗車する前のドア付近に存在する乗客の位置や人数である。 Door-by-door alighting time and after-alighting passenger distribution information D404 includes door-by-door alighting time information and after-alighting passenger distribution information for each door. Door-by-door getting-off time information is a list of getting-off times at stations specified by the getting-off station name information D501 for each door of the vehicle 10 . Further, the door-by-door passenger distribution information after getting off is information that summarizes the distribution of passengers after getting off at the station specified by the getting-off station name information D501 for each door. is the position and number of passengers near the door before boarding.
　次に、ドア毎乗車人数計画部４０５では、ドア毎降車時間及び降車後乗客分布情報Ｄ４０４、及び乗降時間、混雑度調整情報Ｄ５０２に基づき、車両１０内の混雑偏りと乗降時間の増大を防ぐことのできるような、降車駅名称情報で指定された駅において乗車させることができる人数をドアごとに算出し、ドア毎乗車人数計画情報Ｄ４０５として、ドア毎乗車誘導計画部４０６へ送る。 Next, the number-of-boarding-by-door planning unit 405 prevents uneven congestion in the vehicle 10 and an increase in boarding/alighting time based on the boarding/alighting time and passenger distribution information D404 after boarding/alighting and the boarding/alighting time/crowding level adjustment information D502. The number of passengers that can be boarded at the station specified by the alighting station name information is calculated for each door, and is sent to the boarding guidance planning unit 406 for each door as boarding number planning information D405 for each door.
　乗降時間、混雑度調整情報Ｄ５０２とは、駅において許容される乗降時間や、ドア付近で許容される乗客数の情報である。乗降時間、混雑度調整情報Ｄ５０２は、地上５０に存在する装置から送信してもよいし、ドア毎乗車誘導計画装置４０内に保存しておいてもよい。 The boarding/alighting time and congestion level adjustment information D502 is information on the boarding/alighting time allowed at the station and the number of passengers allowed near the door. The boarding/alighting time and congestion level adjustment information D502 may be transmitted from a device on the ground 50 or may be stored in the boarding guidance planning device 40 for each door.
　ドア毎乗車人数計画情報Ｄ４０５とは、降車駅名称情報Ｄ５０１で指定された駅において、ドアごとに何人を乗車させることができるかをまとめたものである。例えば、各ドアに乗車させることのできる人数の最大値である。 The planned number of passengers per door D405 is a summary of how many passengers can be boarded at each door at the station specified by the alighting station name information D501. For example, it is the maximum number of people who can get on each door.
　最後に、ドア毎乗車誘導計画部４０６において、ドア毎乗車人数計画情報Ｄ４０５に基づき、降車駅名称情報で指定された駅で実際に乗車させる人数をドアごとに算出し、ドア毎乗車誘導計画情報Ｄ４０６として出力する。ドア毎乗車誘導計画情報Ｄ４０６は、駅務員が所持する端末装置へ送ってもよいし、ホームドア、サイネージ、ホーム上旅客５０２が所持する携帯端末に空いているドアを表示するために利用してもよい。 Finally, in the boarding guidance planning unit 406 for each door, based on the boarding guidance planning information D405 for each door, the number of people actually boarding at the station designated by the alighting station name information is calculated for each door, and the boarding guidance planning information for each door is calculated. Output as D406. The door-by-door boarding guidance plan information D406 may be sent to a terminal device possessed by a station attendant, or used to display an open door on a platform door, signage, or a portable terminal possessed by a passenger 502 on the platform. may
　降車駅名称情報で指定された駅で実際に乗車させる人数の算出方法としては、例えば降車駅名称情報で指定された駅で列車に乗車する人数の過去の実績値又はホーム上旅客５０２の人数のセンサによる検出値を使用し、ドア毎乗車人数計画情報Ｄ４０５に基づいて、各ドアにホーム上旅客５０２を分配する方法がある。 As a method of calculating the number of people who actually get on the train at the station specified by the alighting station name information, for example, the past performance value of the number of people boarding the train at the station specified by the alighting station name information, or the number of passengers 502 on the platform. There is a method of distributing the passengers 502 on the platform to each door based on the planned number of passengers per door D405 using the detected value of the sensor.
　以上が、車両１０内の乗客３０が所持する携帯端末２０の情報を用い、地上５０の旅客５０２や駅務員等に通知を行い、地上５０の旅客５０２を誘導する方法の概要である。この方法では、ドアごとの乗車人数計画において、ドア付近の混雑度だけでなくドアごとの乗降時間を考慮しているため、ドアごとの混雑偏りの防止と、乗降時間の増大の防止を共に実現することができる。 The above is an overview of the method for guiding the passenger 502 on the ground 50 by notifying the passenger 502 on the ground 50, station staff, etc. using the information on the mobile terminal 20 possessed by the passenger 30 in the vehicle 10. When planning the number of passengers per door, this method considers not only the level of congestion near the door, but also the boarding and alighting time for each door. can do.
　次に、図２を用い、車両内の乗客位置を推定する方法の一例について詳細な説明を行う。図２は携帯端末２０と車両１０内に設置した短距離通信装置６０によって、車両１０内の乗客位置を高精度で推定する方法の一例を表す図である。 Next, using FIG. 2, a detailed description will be given of an example of a method of estimating the position of passengers in the vehicle. FIG. 2 is a diagram showing an example of a method of estimating the position of a passenger in the vehicle 10 with high accuracy using the mobile terminal 20 and the short-range communication device 60 installed in the vehicle 10. As shown in FIG.
　図２のように、携帯端末２０と短距離通信装置６０が短距離通信を行い、短距離通信装置６０は携帯端末２０より発せられた信号の方位角と、携帯端末２０と短距離通信装置６０との距離を算出し、前記方位角と前記距離を端末位置情報Ｄ２０１として、端末ＩＤ情報Ｄ２０２とともに、乗客位置推定部４０２へ送信する。あるいは、短距離通信装置６０が前記方位角と前記距離を方位角及び距離情報Ｄ６０１として携帯端末２０に送信し、携帯端末２０が方位角及び距離情報Ｄ６０１を端末位置情報Ｄ２０１として、端末ＩＤ情報Ｄ２０２とともに、乗客位置推定部４０２へ送信してもよい。 As shown in FIG. 2 , the mobile terminal 20 and the short-range communication device 60 perform short-range communication, and the short-range communication device 60 determines the azimuth angle of the signal emitted from the mobile terminal 20 and the mobile terminal 20 and the short-range communication device 60 . and transmits the azimuth angle and the distance to the passenger position estimation unit 402 as the terminal position information D201 together with the terminal ID information D202. Alternatively, the short-range communication device 60 transmits the azimuth angle and the distance to the mobile terminal 20 as azimuth angle and distance information D601, and the mobile terminal 20 uses the azimuth angle and distance information D601 as terminal location information D201 and terminal ID information D202. It may be transmitted to the passenger position estimating unit 402 together.
　乗客位置推定部４０２では、前記方位角と前記距離によって、車両１０内における携帯端末２０の位置を推定することができる。 The passenger position estimation unit 402 can estimate the position of the mobile terminal 20 in the vehicle 10 based on the azimuth angle and the distance.
　次に、図３を用い、降車ドア位置推定部４０３の動作について詳細な説明を行う。 Next, using FIG. 3, the operation of the getting-off door position estimation unit 403 will be described in detail.
　図３は本実施例における降車ドア位置推定部４０３の動作の一例を表す図である。図３では、ある号車（Ｎ号車）の車両に６つのドア（ドアＮ－Ｄ１、Ｎ－Ｄ２、…、Ｎ－Ｄ６）があるものとする。さらに、乗客３０が所持する携帯端末２０の端末ＩＤ情報Ｄ２０２は、００１、００２、…という表現であるとし、図３においては、特に００１～００８に着目して説明を行う。 FIG. 3 is a diagram showing an example of the operation of the getting-off door position estimation unit 403 in this embodiment. In FIG. 3, it is assumed that a certain car (car N) has six doors (doors ND1, ND2, . Further, the terminal ID information D202 of the portable terminal 20 possessed by the passenger 30 is expressed as 001, 002, .
　まず、Ｎ号車をドアの数に応じで、ある区画に分ける。図３の場合ドアは６か所あることから、３つの区画（区画Ｎ－Ａ１、Ｎ－Ａ２、Ｎ－Ａ３）に分ける。次に、車両内乗客位置情報Ｄ４０２を用いることにより、端末ＩＤ情報Ｄ２０２に対応する乗客３０が所属する区画を特定する。さらに、乗客毎降車駅情報Ｄ４０１に含まれる端末ＩＤ情報Ｄ２０２に対応する降車駅の情報を用いることで、図３の表Ｔ１０のように、端末ＩＤ情報Ｔ１０１と所属区画Ｔ１０２、及び降車駅Ｔ１０４の表を作成する。降車駅Ｔ１０４については、本実施例においては次駅をＸ１駅、Ｘ１駅の次の駅をＸ２駅とする。 First, car No. N will be divided into sections according to the number of doors. Since there are six doors in the case of FIG. 3, it is divided into three sections (sections NA1, NA2, and NA3). Next, the section to which the passenger 30 corresponding to the terminal ID information D202 belongs is specified by using the in-vehicle passenger position information D402. Furthermore, by using the information of the alighting station corresponding to the terminal ID information D202 included in the passenger-by-passenger alighting station information D401, the terminal ID information T101, the belonging section T102, and the alighting station T104 can be obtained as shown in the table T10 of FIG. Create a table. As for the alighting station T104, in this embodiment, the next station is X1 station, and the next station after X1 station is X2 station.
　次に図３において、端末ＩＤ情報Ｔ１０１に対応する乗客３０が降車するドアは、乗客３０から最も近いドア、即ち乗客３０が所属する区画に存在するドアのいずれかであるとして、端末ＩＤ情報Ｔ１０１ごとに、所属区画Ｔ１０２に応じて降車ドア候補Ｔ１０３を求める。例えば端末ＩＤ００１については、所属区画がＮ－Ａ１であることから、降車ドア候補はＮ－Ｄ１、Ｎ－Ｄ２である。 Next, in FIG. 3, the door at which the passenger 30 corresponding to the terminal ID information T101 gets off is the door closest to the passenger 30, that is, the door in the section to which the passenger 30 belongs. For each, the exit door candidate T103 is obtained according to the division T102 to which it belongs. For example, for the terminal ID 001, since the division to which it belongs is N-A1, exit door candidates are ND1 and ND2.
　また、降車駅によって開くドアが決まっていることから、降車駅より降車駅開ドアＴ１０５を求める。Ｘ１駅で開くドアはＮ－Ｄ１、Ｎ－Ｄ３、Ｎ－Ｄ５、Ｘ２駅で開くドアはＮ－Ｄ２、Ｎ－Ｄ４、Ｎ－Ｄ６であるとすると、端末ＩＤ００１については、降車駅がＸ１駅であることから、降車駅開ドアはＮ－Ｄ１、Ｎ－Ｄ３、Ｎ－Ｄ５である。 In addition, since the door that opens is determined by the alighting station, the alighting station open door T105 is obtained from the alighting station. Assuming that the doors that open at X1 station are N-D1, N-D3, and N-D5, and the doors that open at X2 station are N-D2, N-D4, and N-D6, for terminal ID001, the alighting station is X1 station. Therefore, the exiting station doors are ND1, ND3, and ND5.
　さらに、降車ドア候補Ｔ１０３のうち、降車駅開ドアＴ１０５と合致するものを選択し、降車ドア推定情報Ｔ１０６を求める。最後に、図３における表Ｔ１０を、乗客毎降車ドア位置及び降車駅情報Ｄ４０３として出力する。降車ドア推定情報Ｔ１０６について、端末ＩＤ００１の場合は、降車ドア候補Ｎ－Ｄ１、Ｎ－Ｄ２のうち降車駅開ドアＮ－Ｄ１、Ｎ－Ｄ３、Ｎ－Ｄ５と合致するものはＮ－Ｄ１であるため、降車ドア推定情報Ｔ１０６はＮ－Ｄ１である。 Furthermore, among the alighting door candidates T103, the one that matches the alighting station open door T105 is selected, and the alighting door estimation information T106 is obtained. Finally, the table T10 in FIG. 3 is output as the alighting door position for each passenger and the alighting station information D403. Regarding the alighting door estimation information T106, in the case of the terminal ID 001, among the alighting door candidates ND1 and ND2, the one that matches the alighting station open door ND1, ND3, and ND5 is ND1. Therefore, the exit door estimation information T106 is ND1.
　以上が、降車ドア位置推定部４０３の動作の詳細である。 The details of the operation of the getting-off door position estimation unit 403 have been described above.
　次に、降車時間及び降車後車内乗客分布推定部４０４の動作の一例を、図４を用いて説明する。図４は降車時間及び降車後車内乗客分布推定部４０４において、図３に示した表Ｔ１０である乗客毎降車ドア位置及び降車駅情報Ｄ４０３をＸ１駅について集計し、区画ごとにドア毎降車時間を求めたものである。 Next, an example of the operation of the get-off time and after-get-off passenger distribution estimation unit 404 will be described using FIG. In FIG. 4, in the alighting time and after-alighting passenger distribution estimation unit 404, the alighting door position for each passenger and the alighting station information D403 in the table T10 shown in FIG. is what I asked for.
　前述したように、降車時間及び降車後車内乗客分布推定部４０４ではまず、乗客毎降車ドア位置及び降車駅情報Ｄ４０３より、降車駅が降車駅名称情報Ｄ５０１と合致するものを抽出し、所属区画ごとに端末ＩＤ数の集計を行う。本実施例における降車駅名称情報は次駅のＸ１駅であり、図３の表Ｔ１０よりＸ１駅で降車する端末ＩＤのデータを抽出して降車前人数、降車後人数の集計を行うと、図４の表Ｔ２０のようになる。 As described above, the alighting time and after-alighting passenger distribution estimating unit 404 first extracts, from the alighting door position and alighting station information D403 for each passenger, those whose alighting station matches the alighting station name information D501. , the number of terminal IDs is counted. In this embodiment, the alighting station name information is the next station, X1 station. By extracting the terminal ID data for getting off at X1 station from table T10 in FIG. 4 becomes like table T20.
　例えば図３の表Ｔ１０より、区画Ｎ－Ａ１において、Ｘ１駅到着前に同区画に所属する端末ＩＤは００１と００５であり、Ｘ１駅で降車する乗客の端末ＩＤ情報Ｔ１０１は００５である。したがって、区画Ｎ－Ａ１においては、Ｘ１に到着する前の降車前人数は００１と００５に対応する２人であり、Ｘ１駅で降車する人数は００５に対応する１人、降車後の人数は００１に対応する１人である。 For example, from the table T10 in FIG. 3, in section N-A1, the terminal IDs belonging to the same section before arrival at X1 station are 001 and 005, and the terminal ID information T101 of passengers getting off at X1 station is 005. Therefore, in section N-A1, the number of passengers before getting off before arriving at X1 is two corresponding to 001 and 005, the number of passengers getting off at X1 station is one corresponding to 005, and the number of passengers after getting off is 001. is one person corresponding to
　以上のような集計を、Ｎ号車のすべての乗客に対して実施することで、図４の表Ｔ３０に記載の区画内降車前人数Ｔ３０３、ドア毎降車人数Ｔ３０４、区画内降車後人数Ｔ３０５を得たものとする。以降の説明では、図４の表Ｔ３０を使用する。 By performing the above aggregation for all passengers of car N, the number of people before getting off in the section T303, the number of people getting off at each door T304, and the number of people after getting off in the section T305 shown in Table T30 in FIG. 4 are obtained. shall be assumed. Table T30 in FIG. 4 is used in the following description.
　図４の表Ｔ３０を用い、ドアごとの降車時間Ｔ３０６をさらに求める。ドアごとの降車時間Ｔ３０６を求める方法としては、例えば事前に設定した一人当たりの降車にかかる時間と、ドア毎降車人数Ｔ３０４とを掛け算する方法がある。ドア毎降車時間の算出方法は他にも、ドア付近の密度も考慮し、密度が大きい場合は一人当たりの降車にかかる時間の値を大きくするといった方法があり、上記方法に限定されるものではない。 　Using the table T30 in Fig. 4, the get-off time T306 for each door is further obtained. As a method of obtaining the getting off time T306 for each door, for example, there is a method of multiplying the time required for getting off per person set in advance by the number of people getting off at each door T304. There are other methods for calculating the time to get off at each door, such as taking into account the density near the door and increasing the value of the time it takes for each person to get off if the density is high, but is not limited to the above method. do not have.
　図４の表Ｔ３０の区画Ｎ－Ａ１の場合、降車人数が７０人の場合に２０ｓｅｃを要するものとして、降車人数が２０人の場合は２０ｓｅｃ／７０人を掛け算し、降車時間が５．７秒であるとしている。 In the case of section N-A1 in Table T30 of FIG. 4, assuming that 20 seconds are required when 70 people get off, when 20 people get off, multiply 20 seconds/70 people, and the time to get off is 5.7 seconds. It is said that
　最後に、ドア毎降車時間及び降車後乗客分布情報Ｄ４０４を、図４の表Ｔ３０の形式で出力する。 Finally, the exit time for each door and the post-exit passenger distribution information D404 are output in the format of table T30 in FIG.
　以上が降車時間及び降車後車内乗客分布推定部４０４の動作の一例である。 The above is an example of the operation of the get-off time and after-get-off passenger distribution estimation unit 404 .
　次に、ドア毎乗車人数計画部４０５の動作について詳細な説明を、図５を用いて行う。 Next, a detailed description of the operation of the per-door passenger number planning unit 405 will be given using FIG.
　図５はＸ１駅、Ｎ号車を対象とし、乗降時間、混雑度調整情報Ｄ５０２とドア毎降車時間及び降車後乗客分布情報Ｄ４０４を用い、ドア毎乗車人数計画情報Ｄ４０５を算出する動作の一例である。 FIG. 5 shows an example of the operation of calculating the planned number of passengers per door D405 by using the boarding/alighting time and congestion level adjustment information D502 and the boarding/alighting time/disembarking passenger distribution information D404 for each door, targeting X1 station and car No. N. .
　本実施例においては、乗降時間、混雑度調整情報Ｄ５０２はある駅（Ｘ１駅）における許容される乗降時間の最大値と、ある号車（Ｎ号車）における区画ごとの許容される乗客数の最大値であるとし、許容される乗降時間の最大値を３０ｓｅｃ、区画ごとの乗客数の最大値を５０人とする。 In this embodiment, the boarding/alighting time and congestion degree adjustment information D502 are the maximum boarding/alighting time allowed at a certain station (X1 station) and the maximum number of passengers allowed for each section of a certain car (car No. N). , the maximum permissible boarding/alighting time is 30 sec, and the maximum number of passengers per section is 50.
　そこで、乗降時間と乗客数がそれぞれ許容される最大値を超えないように、乗車人数を計画する方法を説明する。 Therefore, we will explain how to plan the number of passengers so that the boarding and alighting time and the number of passengers do not exceed the maximum allowable values.
　図５の表Ｔ４０は、乗降時間が最大とならないように乗車人数を計画するための計算に用いる表である。例えば区画Ｎ－Ａ１の場合に、ドア毎降車時間Ｔ４０３は５．７ｓｅｃであり、許容される乗降時間の最大値は３０ｓｅｃであることから、許容される乗車時間Ｔ４０４は最大で２４．３ｓｅｃである。そこで、２４．３ｓｅｃで乗車することのできる人数を乗車人数候補１（Ｔ４０５）として算出し、８５人であったとする。 Table T40 in FIG. 5 is a table used for calculation to plan the number of passengers so that the boarding/alighting time does not become the maximum. For example, in the case of section N-A1, the exit time T403 for each door is 5.7 sec, and the maximum allowable boarding/alighting time is 30 sec, so the maximum allowable boarding time T404 is 24.3 sec. . Therefore, it is assumed that the number of passengers that can be boarded in 24.3 seconds is calculated as the passenger number candidate 1 (T405) and is 85 persons.
　一方図５の表Ｔ５０は、乗客数が最大とならないように乗車人数を計画するための計算に用いる表である。例えば区画Ｎ－Ａ１の場合に、降車後人数Ｔ５０３は４１人であり、許容人数の最大値は５０人であることから、許容される乗車人数の最大値は９人であり、前記９人を乗車人数候補２（Ｔ５０５）とする。 On the other hand, the table T50 in FIG. 5 is a table used for calculation to plan the number of passengers so that the number of passengers does not become maximum. For example, in the case of section N-A1, the number of passengers T503 after alighting is 41, and the maximum allowable number of passengers is 50. Therefore, the maximum allowable number of passengers is 9, and the 9 are The candidate number of passengers is 2 (T505).
　乗車人数候補１（Ｔ４０５）は乗降時間が上限を超えないような乗車人数であり、乗車人数候補２（Ｔ５０５）は乗客数が上限を超えないような乗車人数であることから、乗車人数候補１と乗車人数候補２のうち小さい値を選択し、図５の表Ｔ６０の乗車人数計画値Ｔ６０３とすると、乗降時間、及び乗客数が上限を超えない。 The passenger number candidate 1 (T405) is the number of passengers whose boarding/alighting time does not exceed the upper limit, and the passenger number candidate 2 (T505) is the number of passengers whose number of passengers does not exceed the upper limit. , and passenger number candidate 2, and set it as planned passenger number T603 in table T60 of FIG.
　例えば区画Ｎ－Ａ１の場合に乗車人数候補１と乗車人数候補２から小さい方を選択すると９人であり、乗車人数計画値を９人とする。９人がＸ１駅で乗車した場合、９人乗車時の乗車時間Ｔ６０４が２．６ｓｅｃであるとすると乗降時間Ｔ６０５は８．３ｓｅｃであり、乗車後人数最大値Ｔ６０６は５０人であることから、乗降時間、及び乗客数の上限を超過していない。 For example, in the case of section N-A1, if the smaller one is selected from passenger number candidate 1 and passenger number candidate 2, the number of passengers is 9, and the planned number of passengers is 9. When 9 people get on the train at X1 station, if the boarding time T604 when 9 people board is 2.6 sec, the boarding/alighting time T605 is 8.3 sec, and the maximum number of people after boarding T606 is 50 people. Boarding time and number of passengers are not exceeded.
　したがって、前記乗車人数計画値を用いれば、車両内の特定のドアが過度に混むことを防ぎ、かつ、乗降時間が所定の値を超過することを防ぐことができる。 Therefore, by using the planned number of passengers, it is possible to prevent a specific door in the vehicle from being excessively crowded and to prevent the boarding/alighting time from exceeding a predetermined value.
　最後に、ドア毎乗車人数計画情報Ｄ４０５を、図５の表Ｔ６０の形式で出力する。 Finally, the planned number of passengers per door D405 is output in the format of table T60 in FIG.
　以上がドア毎乗車人数計画部４０５の動作の説明である。 The above is the description of the operation of the per-door passenger number planning unit 405.
　本実施例によれば、ある列車が次に止まる駅におけるドアごとの乗車人数計画値を、乗降時間及び乗客数が所定の値を超過しないように設定することができ、車内における乗客の偏在、及び乗降時間の超過を防ぐことができる。 According to this embodiment, it is possible to set the planned value of the number of passengers for each door at the station where a certain train stops next so that the boarding and alighting time and the number of passengers do not exceed predetermined values. And it is possible to prevent excess boarding and alighting time.
　実施例１は、大半の乗客の端末ＩＤから行き先駅を推定することができる場合に適用可能である。実施例２は行先が分からない乗客が無視できない人数いる場合に、ドア毎降車時間及び降車後乗客分布情報Ｄ４０４を算出するものである。 Embodiment 1 is applicable when the destination station can be estimated from the terminal IDs of most passengers. In the second embodiment, when there are a considerable number of passengers whose destinations are not known, the getting-off time for each door and the after-getting-off passenger distribution information D404 are calculated.
　図６は行先不明客が複数名いる場合の降車ドア位置推定部４０３の動作の一例を表す図である。図６の場合、ＩＤ００９～ＩＤ０１１は降車駅Ｔ７０４が不明であるため、降車ドア推定情報Ｔ７０６も不明である。 FIG. 6 is a diagram showing an example of the operation of the getting-off door position estimation unit 403 when there are multiple passengers whose destination is unknown. In the case of FIG. 6, the getting-off station T704 is unknown for ID009 to ID011, so the getting-off door estimation information T706 is also unknown.
　そこで、行先駅が判明している乗客３０に対しては実施例１と同様に、Ｘ１駅における第一の降車人数を求め、行先不明客については別途、第二の降車人数を求め、第一の降車人数と第二の降車人数を加算することで、Ｘ１駅における降車人数を推定し、前記降車人数よりドア毎降車時間及び降車後乗客分布情報Ｄ４０４を求める。 Therefore, for the passengers 30 whose destination station is known, the first number of people getting off at X1 station is obtained in the same manner as in the first embodiment, and for the passengers whose destination is unknown, the second number of people getting off is obtained separately. The number of people getting off at X1 station is estimated by adding the number of people getting off at 1 and the number of people getting off at the second, and the getting-off time for each door and the passenger distribution information D404 after getting off are obtained from the number of people getting off.
　行先不明客の降車人数の推定方法については、例えば、Ｘ１駅到着前に乗車していた行先不明客の人数とＸ１駅で降車した行先不明客の人数の組の実績値を蓄積しておき、運用時に、Ｘ１駅到着前の行先不明客の人数と最も近い実績値を抽出し、抽出した実績値に対応する行先不明客の降車人数を、第二の降車人数とする方法がある。第二の降車人数の推定方法は上記に限らず、行先不明客に関する過去の実績値を用いる方法であれば、どのような方法を用いてもよい。 As for the method of estimating the number of passengers of unknown destination getting off, for example, the number of passengers of unknown destination who got on before arriving at X1 station and the number of passengers of unknown destination who got off at X1 station are accumulated. During operation, there is a method of extracting the closest actual value to the number of passengers of unknown destination before arriving at X1 station, and using the number of passengers of unknown destination getting off corresponding to the extracted actual value as the second number of getting off. The second method of estimating the number of people getting off the train is not limited to the above method, and any method may be used as long as it uses past performance values regarding passengers with unknown destinations.
　行先が判明している乗客と不明な乗客を分けて推定することで、行先が判明している乗客と判明していない乗客を分離せずに降車人数を推定する場合と比べて、降車人数の推定誤差が小さくなる可能性がある。 By estimating passengers with known destinations and passengers with unknown destinations separately, the number of alighting passengers is significantly higher than when estimating the number of alighting passengers without separating passengers with known destinations from those with unknown destinations. The estimation error may become smaller.
　例えば、過去のＸ１駅到着前乗客数とＸ１駅降車後の乗客数より、運用時におけるＸ１駅の降車人数を求める第一の方法の誤差が２０％あるものとする。 For example, it is assumed that there is a 20% error in the first method of calculating the number of passengers getting off at X1 station during operation based on the number of passengers before arriving at X1 station and the number of passengers after getting off at X1 station in the past.
　一方、端末ＩＤに対応する行先情報が登録されている乗客の行先を推定する第二の方法は、行先情報が与えられていない第一の方法と比べると、降車駅の推定精度は高くなると期待され、降車人数の推定誤差を５％であるとする。 On the other hand, the second method of estimating the destination of a passenger whose destination information corresponding to the terminal ID is registered is expected to improve the accuracy of estimating the alighting station compared to the first method in which the destination information is not given. and the estimation error of the number of alighting passengers is assumed to be 5%.
　今、Ｎ号車の区画Ｎ－Ａ１に５０人が乗車しており、端末ＩＤに対応する行き先が登録されている乗客が３５名であるとする。実際には、４０人降車し、そのうち端末ＩＤに対応する行き先が登録されている乗客が３０名、行先不明客が１０名であるとする。 Assume that there are 50 passengers in the N-A1 section of car No. 35 passengers whose destinations are registered with their terminal IDs. In reality, 40 passengers get off, of which 30 passengers have registered destinations corresponding to their terminal IDs, and 10 passengers have unknown destinations.
　次のＸ１駅で降車する人数を、第一の方法のみで推定する場合を述べる。実際には４０人降車しているのに対し、第一の方法の誤差は２０％であるため、降車人数の誤差を人数で換算すると、８人である。 We will describe the case of estimating the number of people getting off at the next X1 station using only the first method. Although 40 people actually got off the train, the error of the first method is 20%.
　一方、次のＸ１駅で降車する人数を、第一の方法と第二の方法を組み合わせて推定する場合を述べる。第一の方法については、実際には１０人降車しているのに対し、第一の方法の誤差は２０％であるため、降車人数の誤差を人数で換算すると、２人である。次に第二の方法については、実際には３０人降車しているのに対し、第二の方法の誤差は５％であるため、降車人数の誤差を人数で換算すると、１．５人である。Ｘ１駅における降車人数は第一の方法と第二の方法でそれぞれ求めた降車人数を加算することから、降車人数の誤差は最大で３．５人である。したがって、第一の方法のみで推定した場合の降車人数誤差８人より小さくなる。 On the other hand, we will describe the case of estimating the number of people getting off at the next X1 station by combining the first method and the second method. As for the first method, 10 people actually got off the train, whereas the error of the first method is 20%. Next, in the second method, 30 people actually got off the train, but the error in the second method is 5%. be. Since the number of alighting passengers at X1 station is obtained by adding the number of alighting passengers obtained by the first method and the second method, the maximum error in the number of alighting passengers is 3.5. Therefore, the error of the number of people getting off the train is 8 when estimated only by the first method.
　本実施例によれば、行き先不明客が一定数いる場合においても、端末ＩＤに対応する行き先が登録されている乗客の情報を活用することで、少ない誤差である駅における降車人数を推定し、乗車人数計画値を算出することができ、車内における乗客の偏在、及び乗降時間の超過を防ぐことができる。 According to this embodiment, even if there are a certain number of passengers whose destination is unknown, by utilizing the information of the passengers whose destinations are registered corresponding to the terminal IDs, the number of people getting off at the station can be estimated with a small error, It is possible to calculate the planned number of passengers, and prevent uneven distribution of passengers in the vehicle and excess boarding and alighting time.
　実施例１、２はある列車が次に止まる駅を対象に、ドアごとの乗車人数計画値を算出するものであった。本実施例ではさらに、次駅より先の駅における乗車人数計画値を算出するための方法を説明する。 　Examples 1 and 2 calculated the planned number of passengers for each door, targeting the station where a certain train stops next. Further, in this embodiment, a method for calculating the planned number of passengers at stations ahead of the next station will be described.
　図７は本実施例に係るドア毎乗車誘導計画装置４０を構成要素とする車両情報システム１の構成を表す図である。図７は実施例１と比べて、ドア毎乗車誘導計画保存部４０７と、ドア毎乗車誘導計画保存情報Ｄ４０７が追加されている。 FIG. 7 is a diagram showing the configuration of the vehicle information system 1 having the door-by-door boarding guidance planning device 40 according to this embodiment as a component. In FIG. 7, a door-by-door boarding guidance plan storage unit 407 and door-by-door boarding guidance plan storage information D407 are added as compared with the first embodiment.
　ドア毎乗車誘導計画保存部４０７とは、算出したドア毎乗車誘導計画情報Ｄ４０６が保存されるデータベースであり、例えば実施例１において算出したＸ１駅のドア毎乗車誘導計画情報が保存されている。 The door-by-door boarding guidance plan storage unit 407 is a database that stores the calculated door-by-door boarding guidance plan information D406. For example, the door-by-door boarding guidance plan information for Station X1 calculated in Example 1 is stored.
　本実施例においては、降車時間及び降車後車内乗客分布推定部４０４は、ドア毎乗車誘導計画保存部４０７よりドア毎乗車誘導計画保存情報Ｄ４０７をさらに受け取り、次駅より先の駅におけるドア毎降車時間及び降車後乗客分布情報Ｄ４０４を求める。 In this embodiment, the alighting time and after-alighting passenger distribution estimation unit 404 further receives door-by-door boarding guidance plan storage information D407 from the door-by-door boarding guidance plan storage unit 407, and determines the door-by-door boarding guidance plan storage information D407. Time and after getting off passenger distribution information D404 is obtained.
　以下、図８を用い、Ｘ１駅の次の駅がＸ２駅であるとして、Ｘ２駅におけるドア毎降車時間及び降車後乗客分布情報Ｄ４０４の算出方法を説明する。但し、列車はまだＸ１駅には到着していないものとする。 　Hereinafter, using FIG. 8, assuming that the next station after X1 is X2, the method of calculating the exit time for each door and the post-exit passenger distribution information D404 at X2 will be described. However, it is assumed that the train has not yet arrived at X1 station.
　図８の表Ｔ８０は、実施例１の方法によって求めた誘導人数計画値によって、Ｘ１駅出発後の乗車後人数推定値を算出する方法を表す図である。例えばＸ１駅における過去の乗車人数実績値と乗車人数計画値Ｔ８０４を用いて誘導人数計画値Ｔ８０５を求め、区画Ｎ－Ａ１では誘導人数計画値を８人とする。表Ｔ８０において、Ｘ１駅における降車後人数Ｔ８０３は４１人であることから、Ｘ１駅における乗車後人数の推定値Ｔ８０６は４９人である。 Table T80 in FIG. 8 is a diagram showing a method of calculating the estimated number of people after boarding after departure from X1 station, based on the planned number of people to be guided obtained by the method of the first embodiment. For example, the planned number of passengers to be induced T805 is obtained using the past actual number of passengers and the planned number of passengers T804 at station X1, and the planned number of passengers to be guided is set to 8 in section NA1. In Table T80, since the number of passengers T803 after getting off at X1 station is 41, the estimated value T806 of the number of passengers after boarding at X1 is 49.
　図８の表Ｔ９０はＸ２駅における降車人数Ｔ９０４、降車後人数Ｔ９０５、及びドア毎降車時間Ｔ９０６を推定するための表であり、前記乗車後人数推定値Ｔ８０６を用いて求める。表Ｔ９０における降車前人数Ｔ９０３は、前記乗車後人数推定値Ｔ８０６である。 The table T90 in FIG. 8 is a table for estimating the number of people getting off T904, the number of people after getting off T905, and the getting off time for each door T906 at X2 station, and is obtained using the estimated number of people after getting on T806. The number of passengers T903 before getting off in the table T90 is the estimated number of passengers after boarding T806.
　Ｘ１駅で新たに乗車する乗客の端末ＩＤはまだ分からないため、Ｘ１駅で乗車する乗客の行き先駅は不明である。そこでまず、端末ＩＤより行先が分かる乗客がＸ２駅で降りる人数と区画を算出したうえで、行き先不明客については別途、降車人数推定を行う。 Since the terminal ID of the new passenger boarding at X1 station is not yet known, the destination station of the passenger boarding at X1 station is unknown. Therefore, first, after calculating the number of passengers whose destination is known from the terminal ID and the section of the station to get off at X2 station, the number of passengers getting off the train is estimated separately for passengers whose destination is unknown.
　例えば、行き先不明客を含む場合における降車人数推定は、実施例２に記載の方法を用いる。 For example, the method described in Example 2 is used for estimating the number of people getting off when including passengers whose destination is unknown.
　以降の動作については、実施例１と同様であり、Ｘ２駅における乗車人数計画値を算出することができる。 The subsequent operations are the same as in the first embodiment, and the planned number of passengers at X2 station can be calculated.
　本実施例によれば、ある列車の次駅より先の駅においても乗車人数計画値を算出することができ、車内における乗客の偏在、及び乗降時間の超過を防ぐことができる。 According to this embodiment, it is possible to calculate the planned number of passengers at stations ahead of the next station of a certain train, and it is possible to prevent uneven distribution of passengers in the train and excess boarding and alighting times.
　本実施例では、実施例１～３とは異なる車両内の乗客位置を推定する方法の一例を説明する。本実施例は、携帯端末どうしの短距離通信による相対位置推定と、携帯端末ごとのＧＮＳＳによる位置推定値、及び車両の緯度経度より、車両内における乗客位置を推定する方法である。 In this embodiment, an example of a method for estimating passenger positions in a vehicle that is different from those in Embodiments 1 to 3 will be described. This embodiment is a method of estimating passenger positions in a vehicle from relative position estimation by short-range communication between mobile terminals, position estimation values by GNSS for each mobile terminal, and latitude and longitude of the vehicle.
　図９は本実施例における車両内の乗客位置を推定する方法を表す図である。 　Fig. 9 is a diagram showing a method for estimating the passenger position in the vehicle in this embodiment.
　本実施例ではまず、列車内の携帯端末２０の中で、ＧＮＳＳセンサによる位置推定の精度が高い端末を複数選択する。精度が高い端末の選択方法について、例えば、端末が電波を受信できる衛星の配置状態によって決まる測位精度の劣化指標であるＤＯＰを用い、ＤＯＰがある基準値より小さい、測位精度が高い端末を高精度端末として選択する。 In this embodiment, first, among the mobile terminals 20 in the train, a plurality of terminals with high position estimation accuracy by the GNSS sensor are selected. Regarding the method of selecting a terminal with high accuracy, for example, using DOP, which is a deterioration index of positioning accuracy determined by the arrangement of satellites that can receive radio waves, terminals with high positioning accuracy that have a DOP smaller than a certain reference value are selected with high accuracy. Select as terminal.
　次に、列車の位置情報と高精度端末の位置情報とを比較し、各高精度端末が存在する号車を特定する。列車の位置情報は、例えば列車に搭載したＧＮＳＳセンサを用いて推定される列車の緯度経度情報があるが、この情報に限定されるものではない。 Next, compare the location information of the train and the location information of the high-precision terminals, and identify the car where each high-precision terminal is located. The train position information includes, for example, train latitude and longitude information estimated using a GNSS sensor mounted on the train, but is not limited to this information.
　各高精度端末が存在する号車を特定する方法について具体的には、例えば列車に搭載したＧＮＳＳセンサ７０が列車の先頭に搭載されている場合は、まず前記ＧＮＳＳセンサと前記高精度端末とのレールに沿った距離を求める。さらに、前記ＧＮＳＳセンサと前記高精度端末とのレールに沿った距離を、車両長で割る。割り算の結果の整数部分に１を足した値が、先頭を１号車とした場合の号車番号である。 Concretely, regarding the method of identifying the car on which each high-precision terminal exists, for example, when the GNSS sensor 70 mounted on the train is mounted at the head of the train, first, the rail between the GNSS sensor and the high-precision terminal Find the distance along In addition, the distance along the rail between the GNSS sensor and the precision terminal is divided by the vehicle length. The value obtained by adding 1 to the integer part of the division result is the car number when the first car is the first car.
　本実施例ではＮ号車の車内乗客分布を求めるものとし、選択された高精度端末の中から、Ｎ号車に存在する高精度端末を３台選択して第一の基準端末２１、第二の基準端末２２、第三の基準端末２３とし、第一の基準端末の位置を第一の基準端末位置、第二の基準端末の位置を第二の基準端末位置、第三の基準端末の位置を第三の基準端末位置、とする。 In this embodiment, it is assumed that the distribution of passengers in car No. N is to be obtained. Terminal 22 and third reference terminal 23, the position of the first reference terminal is the first reference terminal position, the position of the second reference terminal is the second reference terminal position, and the position of the third reference terminal is the second reference terminal position. Let three reference terminal positions.
　次に、Ｎ号車の代表位置及び代表軸８０を求める。Ｎ号車の代表位置は、列車に搭載したＧＮＳＳセンサの緯度経度情報と、レール曲線の緯度経度情報より求めることができる。例えばＮ号車の代表位置は、図９のように、車両の四隅のうちの一つであるとする。代表軸はレールに沿って一つ目の軸を、枕木方向に沿って二つ目の軸を設定する。Ｎ号車の代表軸の原点は、Ｎ号車の代表位置である。 Next, the representative position and representative axis 80 of car No. N are obtained. The representative position of car No. N can be obtained from the latitude and longitude information of the GNSS sensor mounted on the train and the latitude and longitude information of the rail curve. For example, it is assumed that the representative position of car No. N is one of the four corners of the car, as shown in FIG. The representative axis sets the first axis along the rail and the second axis along the sleeper direction. The origin of the representative axis of No. N car is the representative position of No. N car.
　さらに、第一の基準端末位置、第二の基準端末位置、第三の基準端末位置とＮ号車の代表位置及び代表軸８０を用い、Ｎ号車における代表軸を基準とした、第一の基準端末車内位置、第二の基準端末車内位置、第三の基準端末車内位置、を求める。 Furthermore, using the first reference terminal position, the second reference terminal position, the third reference terminal position, the representative position of car No. N, and the representative axis 80, the first reference terminal with reference to the representative axis of car No. In-vehicle position, second reference terminal in-vehicle position, and third reference terminal in-vehicle position are obtained.
　以上の工程により、Ｎ号車における基準端末の車内位置を算出した。次に、基準端末以外の端末として、非基準端末２０のＮ号車における車内位置を算出する。 　By the above process, the in-vehicle position of the reference terminal in car No. N was calculated. Next, the in-vehicle position of the non-reference terminal 20 in the N car is calculated as a terminal other than the reference terminal.
　そこで、基準端末と非基準端末との短距離通信により、第一の基準端末位置と非基準端末との第一の距離Ｄ２１１、第二の基準端末位置と非基準端末との第二の距離Ｄ２２１、第三の基準端末位置と非基準端末との第三の距離Ｄ２３１、を求める。 Therefore, by short-distance communication between the reference terminal and the non-reference terminal, a first distance D211 between the first reference terminal position and the non-reference terminal and a second distance D221 between the second reference terminal position and the non-reference terminal are obtained. , a third distance D231 between the third reference terminal position and the non-reference terminal.
　第一の距離Ｄ２１１と第二の距離Ｄ２２１、第三の距離Ｄ２３１が求まると、第一の基準端末２１と第二の基準端末２２、第三の基準端末２３、非基準端末２０からなる四角形は一意に定まり、第一の基準端末２１と第二の基準端末２２、第三の基準端末２３の位置は既知であるため、非基準端末２０の位置も一意に求めることができる。 When the first distance D211, the second distance D221, and the third distance D231 are obtained, the rectangle formed by the first reference terminal 21, the second reference terminal 22, the third reference terminal 23, and the non-reference terminal 20 is Since the positions of the first reference terminal 21, the second reference terminal 22, and the third reference terminal 23 are known, the position of the non-reference terminal 20 can also be determined uniquely.
　以上の方法により、任意の号車における端末位置を、追加の通信装置を号車ごとに設ける必要なく、推定することができる。本実施例によって求めた端末位置を用い、ある列車の次駅より先の駅においても乗車人数計画値を算出することができ、車内における乗客の偏在、及び乗降時間の超過を防ぐことができる。 With the above method, the terminal position in any car can be estimated without the need to install an additional communication device for each car. Using the terminal position obtained by this embodiment, it is possible to calculate the planned number of passengers even at stations ahead of the next station of a certain train, thereby preventing uneven distribution of passengers in the train and excess boarding and alighting time.
　実施例１～４は乗客の多くが携帯端末を所持していることを前提としているが、本実施例では一定数の乗客が携帯端末を所持しておらず、端末ＩＤ情報Ｄ２０２をも取得することができない場合における、乗客位置推定方法、及びドア毎降車時間、降車後乗客分布の推定方法を述べる。本実施例においても、Ｎ号車を対象とする。 Examples 1 to 4 are based on the premise that most of the passengers have mobile terminals. This paper describes a method for estimating passenger positions, a method for estimating exit time for each door, and a method for estimating distribution of passengers after getting off. Also in this embodiment, the object is the N car.
　図１０は本実施例に係るドア毎乗車誘導計画装置４０を構成要素とする車両情報システム１を表す図であり、実施例１の場合と比較して、圧力センサ９０と、号車荷重測定部４０８がさらに存在する。 FIG. 10 is a diagram showing the vehicle information system 1 having the door-by-door boarding guidance planning device 40 according to the present embodiment as a component. further exist.
　圧力センサ９０は車両の重量を測定するために、例えば各号車の台車付近に設置されたセンサである。号車荷重測定部４０８は圧力センサ９０の値９０１を読み取り、号車における荷重を算出し、号車荷重情報Ｄ４０８として乗客位置推定部４０２へ出力する。 The pressure sensor 90 is a sensor installed, for example, near the bogie of each car in order to measure the weight of the vehicle. The car load measurement unit 408 reads the value 901 of the pressure sensor 90, calculates the load on the car, and outputs it to the passenger position estimation unit 402 as car load information D408.
　乗客位置推定部４０２では、端末ＩＤ情報Ｄ２０２を受信できる乗客については短距離通信などを用い、号車内における位置を特定する。次に、Ｎ号車において端末ＩＤ情報Ｄ２０２を受信できる乗客数を算出し、一人当たりの体重を仮定したうえで、端末ＩＤ情報Ｄ２０２を受信できる乗客の合計体重を算出し、号車荷重情報より求められる合計体重より引き算を行い、残体重情報とする。 The passenger position estimating unit 402 uses short-range communication or the like to identify the positions of passengers who can receive the terminal ID information D202 in the car. Next, after calculating the number of passengers who can receive the terminal ID information D202 in the car No. N and assuming the weight per person, the total weight of the passengers who can receive the terminal ID information D202 is calculated and obtained from the car load information. Subtract from the total weight to obtain remaining weight information.
　前記残体重情報は、前述の合計体重から端末ＩＤ情報Ｄ２０２を受信できる乗客の合計体重を引き算したものであるため、端末ＩＤ情報Ｄ２０２を受信できない乗客の合計体重である。次に、残体重情報を一人当たりの体重で割り算し、端末ＩＤを受信できない乗客の人数を算出する。 The remaining weight information is obtained by subtracting the total weight of the passengers who can receive the terminal ID information D202 from the above total weight, so it is the total weight of the passengers who cannot receive the terminal ID information D202. Next, the remaining weight information is divided by the weight per person to calculate the number of passengers who cannot receive the terminal ID.
　さらに、端末ＩＤ情報Ｄ２０２を受信できない乗客の人数を、車両内の各区画に分配する。例えば、端末ＩＤ情報Ｄ２０２を受信できない乗客の人数を各区画に均等に分配し、行き先不明客として扱う。 Furthermore, the number of passengers who cannot receive the terminal ID information D202 is distributed to each compartment in the vehicle. For example, the number of passengers who cannot receive the terminal ID information D202 is evenly distributed to each section and treated as passengers whose destination is unknown.
　以降は、行き先不明客が存在する場合の実施例である実施例２の方法によって、ドア毎乗車人数計画情報Ｄ４０５を算出することができる。 After that, it is possible to calculate the number of passengers per door plan information D405 by the method of Example 2, which is an example when there are passengers whose destination is unknown.
　本実施例によれば、車両の圧力センサをさらに用いることで、携帯端末を所持していない乗客、或いは携帯端末を所持しているが、ドア毎乗車誘導計画装置と通信を行うことのできない乗客が一定数存在する場合においても、乗車人数計画値を算出することができ、車内における乗客の偏在、及び乗降時間の超過を防ぐことができる。 According to this embodiment, by further using the pressure sensor of the vehicle, passengers who do not have a mobile terminal, or passengers who have a mobile terminal but cannot communicate with the door-by-door boarding guidance planning device Even if there are a certain number of passengers, the planned number of passengers can be calculated, and uneven distribution of passengers in the vehicle and excess boarding and alighting time can be prevented.
　なお、本発明は上記した実施例に限定されるものではなく、様々な変形例が含まれる。例えば、上記した実施例は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。また、ある実施例の構成の一部を他の実施例の構成に置き換えることが可能であり、また、ある実施例の構成に他の実施例の構成を加えることも可能である。また、各実施例の構成の一部について、他の構成の追加・削除・置換をすることが可能である。また、上記の各構成、機能、処理部、処理手段等は、それらの一部又は全部を、例えば集積回路で設計する等によりハードウェアで実現してもよい。また、上記の各構成、機能等は、プロセッサがそれぞれの機能を実現するプログラムを解釈し、実行することによりソフトウェアで実現してもよい。各機能を実現するプログラム、テーブル、ファイル等の情報は、メモリや、ハードディスク、ＳＳＤ（Solid　State　Drive）等の記録装置、または、ＩＣカード、ＳＤカード、ＤＶＤ等の記録媒体に置くことができる。 It should be noted that 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 described configurations. In addition, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. Further, each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing a part or all of them using an integrated circuit. Moreover, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, and files that implement each function can be stored in recording devices such as memory, hard disks, SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.
１…車両情報システム、１０…車両、２０…携帯端末、３０…乗客、４０…ドア毎乗車誘導計画装置、５０…地上、６０…短距離通信装置、７０…ＧＮＳＳセンサ、８０…代表位置及び代表軸、９０…圧力センサ。 1 Vehicle information system 10 Vehicle 20 Portable terminal 30 Passenger 40 Door guidance planning device 50 Ground 60 Short-range communication device 70 GNSS sensor 80 Representative position and representative axis, 90... pressure sensor;

Claims (12)

  1. 　車両内の乗客が所持する携帯端末の端末ＩＤ情報に基づいて、前記乗客が降車する駅を推定し、乗客毎降車駅情報を出力する降車駅推定部と、
    　前記端末ＩＤ情報及び前記携帯端末の端末位置情報に基づいて、前記車両内の前記乗客の位置を推定し、車両内乗客位置情報を出力する乗客位置推定部と、
    　前記乗客毎降車駅情報及び前記車両内乗客位置情報に基づいて、前記乗客が降車するドアの位置を推定し、乗客毎降車ドア位置及び降車駅情報を出力する降車ドア位置推定部と、
    　前記乗客毎降車ドア位置及び降車駅情報、及び前記車両が今後停車する駅の名称である降車駅名称情報に基づいて、前記降車駅名称情報で指定された駅における降車時間及び降車後の前記車両内の前記乗客の分布を推定し、ドア毎降車時間及び降車後乗客分布情報を出力する降車時間及び降車後車内乗客分布推定部と、
    　前記ドア毎降車時間及び降車後乗客分布情報、及び駅において許容される乗降時間及び前記ドア付近で許容される前記乗客の人数である乗降時間、混雑度調整情報に基づいて、前記降車駅名称情報で指定された駅において乗車させることができる人数を前記ドアごとに算出し、ドア毎乗車人数計画情報を出力するドア毎乗車人数計画部と、
    　前記ドア毎乗車人数計画情報に基づいて、前記降車駅名称情報で指定された駅において乗車を誘導する人数を前記ドアごとに算出し、ドア毎乗車誘導計画情報を出力するドア毎乗車誘導計画部と、
    　を備えるドア毎乗車誘導計画装置。     an alighting station estimating unit for estimating a station where the passenger gets off based on the terminal ID information of the mobile terminal possessed by the passenger in the vehicle, and for outputting information on the alighting station for each passenger;
    A passenger position estimating unit that estimates the position of the passenger in the vehicle based on the terminal ID information and the terminal position information of the mobile terminal and outputs in-vehicle passenger position information;
    an alighting door position estimating unit for estimating the position of a door where the passenger gets off based on the alighting station information for each passenger and the in-vehicle passenger position information, and for outputting the alighting door position for each passenger and the alighting station information;
    Alighting time at the station specified by the alighting station name information and the vehicle after alighting based on the alighting door position and alighting station information for each passenger, and the alighting station name information that is the name of the station where the vehicle will stop in the future an estimating unit for estimating the distribution of the passengers inside the vehicle, and outputting time for getting off at each door and passenger distribution information after getting off the vehicle;
    Based on the alighting time for each door and the passenger distribution information after getting off, the boarding and alighting time allowed at the station and the boarding and alighting time which is the number of passengers allowed near the door, and the congestion level adjustment information, the alighting station name information a door-by-door passenger capacity planning unit that calculates the number of passengers that can be boarded at each door at the station specified in , and outputs information on the planned number of boarding passengers for each door;
    A door-by-door boarding guidance planning unit that calculates, for each door, the number of people to be guided to board at a station specified by the alighting station name information based on the boarding-number-of-boarding plan information for each door, and outputs boarding guidance plan information for each door. When,
    A door-by-door boarding guidance planning device comprising:
  2. 　請求項１に記載のドア毎乗車誘導計画装置であって、
    　前記ドア毎乗車人数計画部は、前記降車駅名称情報で指定された駅において許容される乗降時間及び前記ドア付近で許容される前記乗客の人数を超えないように、前記降車駅名称情報で指定された駅において乗車させることができる人数を算出する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to claim 1,
    The number-of-passengers-for-doors planning unit specifies in the alighting station name information so as not to exceed the permissible boarding and alighting time at the station specified in the alighting station name information and the number of passengers permissible near the door. Calculate the number of people that can be boarded at the selected station,
    Door-by-door boarding guidance planning device.
  3. 　請求項１又は請求項２に記載のドア毎乗車誘導計画装置であって、
    　前記降車ドア位置推定部は、前記車両の前記ドアの数に基づいて、前記車両を複数の区画に分割し、前記乗客が位置する区画に存在する前記ドアから、前記乗客が降車する駅において開く前記ドアと合致するものを選択する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to claim 1 or claim 2,
    The exit door position estimation unit divides the vehicle into a plurality of compartments based on the number of doors of the vehicle, and opens the door existing in the compartment where the passenger is located at the station where the passenger gets off. selecting a match for the door;
    Door-by-door boarding guidance planning device.
  4. 　請求項３に記載のドア毎乗車誘導計画装置であって、
    　前記ドア毎降車時間及び降車後乗客分布情報は、ドア毎降車時間情報及びドア毎降車後乗客分布情報を含み、
    　前記降車時間及び降車後車内乗客分布推定部は、
    　前記降車駅名称情報で指定された駅に到着する前の前記乗客の人数を降車前人数とし、
    　前記降車駅名称情報で指定された駅において降車する前記乗客の人数を降車人数とし、
    　前記降車人数に基づいて、降車時間を推定し、前記ドア毎降車時間情報を出力し、
    　前記降車前人数及び前記降車人数に基づいて、降車後の前記車両内の前記乗客の分布を推定し、前記ドア毎降車後乗客分布情報を出力する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to claim 3,
    The exit time for each door and passenger distribution information after exiting includes exit time information for each door and passenger distribution information after exiting for each door,
    The alighting time and after-alighting passenger distribution estimation unit,
    The number of passengers before arriving at the station specified by the alighting station name information is set as the number of passengers before getting off,
    The number of passengers getting off at the station specified by the getting off station name information is set as the number of getting off,
    estimating a get-off time based on the number of people getting off, and outputting the get-off time information for each door;
    estimating the distribution of the passengers in the vehicle after getting off based on the number of people before getting off and the number of people getting off, and outputting passenger distribution information after getting off for each door;
    Door-by-door boarding guidance planning device.
  5. 　請求項４に記載のドア毎乗車誘導計画装置であって、
    　前記降車時間及び降車後車内乗客分布推定部は、降車する駅を推定できなかった前記乗客について、過去の実績値に基づいて、前記降車駅名称情報で指定された駅において降車する前記乗客の人数を推定する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to claim 4,
    The alighting time and after-alighting passenger distribution estimating unit determines the number of passengers who get off at the station specified by the alighting station name information based on past performance values for the passengers whose alighting station could not be estimated. to estimate
    Door-by-door boarding guidance planning device.
  6. 　請求項５に記載のドア毎乗車誘導計画装置であって、
    　前記ドア毎乗車誘導計画情報を保存するドア毎乗車誘導計画保存部を備え、
    　前記降車時間及び降車後車内乗客分布推定部は、前記降車駅名称情報で指定された第一の駅に到着する前に、前記ドア毎乗車誘導計画保存部に保存された前記第一の駅における前記ドア毎乗車誘導計画情報に基づいて、前記降車駅名称情報で指定された第二の駅における降車時間及び降車後の前記車両内の前記乗客の分布を推定する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to claim 5,
    a door-by-door boarding guidance plan storage unit that stores the door-by-door boarding guidance plan information;
    Before arriving at the first station specified by the alighting station name information, the alighting time and after-alighting passenger distribution estimation unit calculates Based on the boarding guidance plan information for each door, estimating the disembarkation time at the second station specified by the alighting station name information and the distribution of the passengers in the vehicle after alighting;
    Door-by-door boarding guidance planning device.
  7. 　請求項４乃至請求項６のいずれか一項に記載のドア毎乗車誘導計画装置であって、
    　前記ドア毎乗車人数計画部は、前記降車駅名称情報で指定された駅において乗車させることができる人数を、前記降車時間と乗車させる人数によって求められる乗車時間の合計が許容される乗降時間を超えないように、かつ、降車後の人数と乗車させる人数の合計が前記ドア付近で許容される前記乗客の人数を超えないように、前記ドアごとに算出する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to any one of claims 4 to 6,
    The number-of-boarding-per-door planning unit determines the number of passengers that can be boarded at the station specified by the name information of the getting-off station. and so that the sum of the number of passengers after getting off and the number of passengers to board does not exceed the number of passengers allowed near the door.
    Door-by-door boarding guidance planning device.
  8. 　請求項７に記載のドア毎乗車誘導計画装置であって、
    　前記ドア毎乗車人数計画部は、前記降車駅名称情報で指定された駅において乗車させることができる人数を、前記降車時間と乗車させる人数によって求められる乗車時間の合計が許容される乗降時間を超えないように、前記ドアごとに算出した人数と、降車後の人数と乗車させる人数の合計が前記ドア付近で許容される前記乗客の人数を超えないように、前記ドアごとに算出した人数のうち、小さい方とする、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to claim 7,
    The number-of-boarding-per-door planning unit determines the number of passengers that can be boarded at the station specified by the name information of the getting-off station. of the number of people calculated for each door so that the number of people calculated for each door does not exceed the number of passengers allowed near the door. , whichever is smaller,
    Door-by-door boarding guidance planning device.
  9. 　請求項１乃至請求項８のいずれか一項に記載のドア毎乗車誘導計画装置であって、
    　前記端末位置情報は、前記携帯端末と前記車両内の短距離通信装置が短距離通信を行うことにより算出した、前記短距離通信装置に対する前記携帯端末の方位角及び距離である、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to any one of claims 1 to 8,
    The terminal location information is the azimuth angle and distance of the mobile terminal with respect to the short-range communication device, calculated by performing short-range communication between the mobile terminal and the short-range communication device in the vehicle.
    Door-by-door boarding guidance planning device.
  10. 　請求項１乃至請求項８のいずれか一項に記載のドア毎乗車誘導計画装置であって、
    　前記端末位置情報は、前記携帯端末どうしの短距離通信により求められる、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to any one of claims 1 to 8,
    The terminal location information is obtained by short-range communication between the mobile terminals,
    Door-by-door boarding guidance planning device.
  11. 　請求項１乃至請求項８のいずれか一項に記載のドア毎乗車誘導計画装置であって、
    　前記車両の重量に基づいて、前記車両の荷重を測定する車両荷重測定部を備え、
    　前記乗客位置推定部は、前記車両の荷重に基づいて、前記車両内の前記乗客の位置を推定する、
    　ドア毎乗車誘導計画装置。     The door-by-door boarding guidance planning device according to any one of claims 1 to 8,
    A vehicle load measuring unit that measures the load of the vehicle based on the weight of the vehicle,
    The passenger position estimator estimates the position of the passenger in the vehicle based on the load of the vehicle.
    Door-by-door boarding guidance planning device.
  12. 　請求項１乃至請求項１１のいずれか一項に記載のドア毎乗車誘導計画装置を用いるドア毎乗車誘導計画方法であって、
    　車両内の乗客が所持する携帯端末の端末ＩＤ情報に基づいて、前記乗客が降車する駅を推定し、乗客毎降車駅情報を出力する降車駅推定ステップと、
    　前記端末ＩＤ情報及び前記携帯端末の端末位置情報に基づいて、前記車両内の前記乗客の位置を推定し、車両内乗客位置情報を出力する乗客位置推定ステップと、
    　前記乗客毎降車駅情報及び前記車両内乗客位置情報に基づいて、前記乗客が降車するドアの位置を推定し、乗客毎降車ドア位置及び降車駅情報を出力する降車ドア位置推定ステップと、
    　前記乗客毎降車ドア位置及び降車駅情報、及び前記車両が今後停車する駅の名称である降車駅名称情報に基づいて、前記降車駅名称情報で指定された駅における降車時間及び降車後の前記車両内の前記乗客の分布を推定し、ドア毎降車時間及び降車後乗客分布情報を出力する降車時間及び降車後車内乗客分布推定ステップと、
    　前記ドア毎降車時間及び降車後乗客分布情報、及び駅において許容される乗降時間及びドア付近で許容される人数である乗降時間、混雑度調整情報に基づいて、前記降車駅名称情報で指定された駅において乗車させることができる人数を前記ドアごとに算出し、ドア毎乗車人数計画情報を出力するドア毎乗車人数計画ステップと、
    　前記ドア毎乗車人数計画情報に基づいて、前記降車駅名称情報で指定された駅において乗車を誘導する人数を前記ドアごとに算出し、ドア毎乗車誘導計画情報を出力するドア毎乗車誘導計画ステップと、
    　を有するドア毎乗車誘導計画方法。     A boarding guidance planning method for each door using the boarding guidance planning device for each door according to any one of claims 1 to 11,
    an alighting station estimating step of estimating a station where the passenger gets off based on the terminal ID information of the mobile terminal possessed by the passenger in the vehicle, and outputting the alighting station information for each passenger;
    A passenger position estimation step of estimating the position of the passenger in the vehicle based on the terminal ID information and the terminal position information of the mobile terminal and outputting passenger position information in the vehicle;
    an alighting door position estimation step of estimating the position of a door where the passenger gets off based on the alighting station information for each passenger and the in-vehicle passenger position information, and outputting the alighting door position for each passenger and the alighting station information;
    Alighting time at the station specified by the alighting station name information and the vehicle after alighting based on the alighting door position and alighting station information for each passenger, and the alighting station name information that is the name of the station where the vehicle will stop in the future a step of estimating the disembarkation time and after-disembarkation passenger distribution estimation step of estimating the distribution of the passengers in and outputting disembarkation time for each door and post-disembarkation passenger distribution information;
    Based on the alighting time for each door and the passenger distribution information after getting off, the boarding and alighting time allowed at the station, the boarding and alighting time that is the number of people allowed near the door, and the congestion degree adjustment information, specified by the alighting station name information a door-by-door passenger capacity planning step of calculating the number of passengers that can be boarded at the station for each door and outputting the planned passenger capacity information for each door;
    A door-by-door boarding guidance planning step of calculating, for each door, the number of passengers to be guided to board at the station specified by the alighting station name information based on the door-by-door boarding number plan information, and outputting door-by-door boarding guidance plan information. When,
    A door-by-door boarding guidance planning method.
PCT/JP2022/019268 2021-05-21 2022-04-28 Per-door boarding guidance planning device and per-door boarding guidance planning device WO2022244614A1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60128065A (en) * 1983-12-13 1985-07-08 日本電気株式会社 Guide apparatus for position of getting-on
JPH10297492A (en) * 1997-04-25 1998-11-10 Nippon Denki Ido Tsushin Kk Car congestion state display system
JP2002037076A (en) * 2000-07-27 2002-02-06 Kawasaki Heavy Ind Ltd Method and device for simulating train operation
JP2005271765A (en) * 2004-03-25 2005-10-06 Seiko Precision Inc Passenger guiding system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60128065A (en) * 1983-12-13 1985-07-08 日本電気株式会社 Guide apparatus for position of getting-on
JPH10297492A (en) * 1997-04-25 1998-11-10 Nippon Denki Ido Tsushin Kk Car congestion state display system
JP2002037076A (en) * 2000-07-27 2002-02-06 Kawasaki Heavy Ind Ltd Method and device for simulating train operation
JP2005271765A (en) * 2004-03-25 2005-10-06 Seiko Precision Inc Passenger guiding system

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