Door-by-door boarding guidance planning device and door-by-door boarding guidance planning method

Abstract

To provide a boarding guidance planning device for each door and boarding guidance planning method for each door capable of: more accurately estimating a congestion situation in a vehicle, vehicle alighting time, and the distribution of passengers in the vehicle after alighting the vehicle; properly guiding passengers on a platform; and preventing excess boarding and alighting times, and overcrowding in the vehicle.SOLUTION: In a vehicle information system 1, a boarding guidance planning device for each door includes: an alighting station estimating unit that outputs alighting station information for each passenger; a passenger position estimating unit that outputs passenger position information within the vehicle; an alighting door position estimating unit that outputs a passenger alighting position and alighting station information for each passenger; an alighting time and after-alighting passenger distribution estimating unit that outputs information on alighting time for each door and passenger distribution after alighting; a boarding passenger number planning unit for each door that outputs boarding passenger number planning information for each door; and a boarding guidance planning unit for each door that outputs boarding guidance planning information for each door.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a door-by-door boarding guidance planning device and a door-by-door boarding guidance planning method. [Background technology]

[0002] In order to improve passenger comfort, prevent the spread of infectious diseases, and prevent delays, it is necessary to prevent overcrowding in specific locations or specific cars in trains. To achieve this, it is essential to accurately grasp the passenger distribution in trains, which indicates where passengers are located in the train, and to provide appropriate guidance to passengers. A method for calculating passenger distribution in trains is described in Patent Document 1. In addition, since there is a bias in the distribution of passengers in trains, the disembarking time differs for each door. Therefore, in order to provide appropriate guidance to passengers, it is necessary to estimate the disembarking time for each door and the distribution of passengers in the train after disembarking, and to determine the number of passengers to be allowed to board for each door. A method for calculating the number of passengers to be allowed to board for each door is proposed in Patent Document 2.

[0003] In the method disclosed in Patent Document 1, an acceleration sensor mounted on a mobile device is used to detect the peak acceleration from the vibrations generated when the front and rear wheels of a vehicle cross a rail joint.Then, the position of the mobile device (i.e., the passenger) in the vehicle is calculated using the distance between the front and rear wheels and the damping rate, and the passenger distribution in the vehicle is grasped.

[0004] In the method disclosed in Patent Document 2, the number of people near the door after disembarking is calculated from the expected number of disembarking passengers and the number of passengers at each door at a station. Furthermore, the number of people who can board the train is calculated by subtracting the number of people after disembarking from the capacity near the door. Finally, the method of forming queues for passengers on the platform is changed and the number of people who can board the train is notified according to the expected number of disembarking passengers and the number of people who can board the train at each door, thereby realizing smooth boarding and disembarking. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2015-197383 A [Patent Document 2] JP 2005-271765 A Summary of the Invention [Problem to be solved by the invention]

[0006] The method of Patent Document 1 uses the attenuation rate of vibration power to calculate the position of a passenger in a vehicle. Because vibrations propagate from the vehicle to the passenger and from the passenger to the mobile device, it is necessary to set the attenuation rate in the vehicle and the attenuation rate in the passenger.

[0007] The damping rate of a vehicle varies depending on the material of the vehicle, the number and weight of underfloor devices installed, the performance of the air springs, etc., and therefore differs from vehicle to vehicle. Since it is not easy to measure the damping rate of each of the many vehicles in advance, for example, when estimating passenger positions using a representative value of the damping rate, there may be a discrepancy between the actual damping rate and the representative value of the damping rate depending on the vehicle, making it difficult to accurately estimate passenger positions.

[0008] Furthermore, since the attenuation rate of a passenger varies depending on the passenger's physique and the way in which the mobile terminal is held, such as in the passenger's hand or in a bag, it is not easy to set the attenuation rate of the passenger accurately. Therefore, from the viewpoint of the difficulty of setting the attenuation rate of the passenger, it is difficult to accurately estimate the passenger's position.

[0009] When using estimated passenger positions to estimate exit doors, if the passenger positions are not accurately estimated, the exit door for each passenger cannot be accurately estimated. In this case, there is a problem that the number of passengers getting off at each door, the alighting time calculated based on the number of passengers getting off, and the distribution of passengers in the vehicle after alighting may not be accurately calculated. Furthermore, if the alighting time and the distribution of passengers in the vehicle after alighting cannot be accurately predicted, the number of passengers to be allowed to board at each door calculated based on these is also inaccurate, so it may be difficult to achieve the objective of preventing overcrowding at a specific location in the vehicle.

[0010] In the method of Patent Document 2, passengers are guided by providing them with the number of available boarding spaces. Since the number of available boarding spaces is an index showing how many passengers can board after one has disembarked, the number of available boarding spaces at a door where a large number of passengers have disembarked will take a large value, and this will encourage many passengers to board. In such a case, the disembarking time will be long because of the large number of disembarking passengers, and the boarding time will also be long because of the large number of passengers boarding, which will increase the boarding and alighting time, and the boarding and alighting time may exceed the station stop time, leading to delays.

[0011] The object of the present invention is to provide a technology that can more accurately predict the congestion situation on board the train, disembarking times, and the distribution of passengers on board after disembarking, thereby appropriately guiding passengers on the platform, preventing excessive boarding and disembarking times, and preventing overcrowding on board the train. [Means for solving the problem]

[0012] In order to solve such problems, one representative door-by-door boarding guidance planning device of the present invention includes an alighting station estimation unit that outputs alighting station information for each passenger, a passenger position estimation unit that outputs passenger position information inside the vehicle, an alighting door position estimation unit that outputs alighting door position and alighting station information for each passenger, an alighting time and after alighting passenger distribution inside the vehicle estimation unit that outputs alighting time for each door and passenger distribution information after alighting, a door-by-door passenger number of people planning unit that outputs door-by-door passenger number of people planning information, and a door-by-door boarding guidance planning unit that outputs door-by-door boarding guidance plan information. Effect of the Invention

[0013] The present invention makes it possible to more accurately predict the congestion situation on board the train, disembarking times, and the distribution of passengers on board after disembarking, thereby enabling appropriate guidance of passengers on the platform, preventing excessive boarding and disembarking times, and overcrowding on the train.

[0014] Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0015] [Figure 1]1 is a diagram illustrating a configuration of a vehicle information system including a door-by-door boarding guidance planning device according to a first embodiment. [Diagram 2] FIG. 1 illustrates an example of a method for estimating passenger positions within a vehicle. [Diagram 3] 11 is a diagram illustrating an example of an operation of an exit door position estimation unit. FIG. [Figure 4] 13 is a diagram showing an example of the operation of the alighting time and after alighting passenger distribution in the vehicle estimation unit. FIG. [Diagram 5] 11 is a diagram illustrating an example of an operation of a door-by-door passenger number planning unit. FIG. [Figure 6] 13 is a diagram showing an example of the operation of the exit door position estimation unit when there are multiple passengers with unknown destinations. FIG. [Figure 7] FIG. 11 is a diagram illustrating the configuration of a vehicle information system including a door-by-door boarding guidance planning device according to a third embodiment. [Figure 8] 13 is a diagram showing an example of a method for determining door-by-door alighting times and post-alight passenger distribution information at stations beyond the next station. FIG. [Figure 9] FIG. 1 illustrates an example of a method for estimating passenger positions within a vehicle. [Figure 10] FIG. 13 is a diagram illustrating the configuration of a vehicle information system including a door-by-door boarding guidance planning device according to a fifth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings to help the understanding of the present invention. Note that the following embodiment is an example of the present invention and is not intended to limit the technical scope of the present invention.

[0017] Hereinafter, an embodiment will be described with reference to the drawings. EXAMPLES

[0018] The door-by-door boarding guidance planning device according to the present embodiment uses information from the portable terminals carried by passengers to estimate the passengers' positions and the stations where the passengers will get off, and then estimates the alighting time for each door at the next station where a train will stop and the distribution of passengers after getting off, and plans the number of passengers to board for each door. This prevents excessive boarding and alighting times and overcrowding in the train.

[0019] 1 is a diagram showing the configuration of a vehicle information system 1 including a door-by-door boarding guidance planning device 40 according to the present embodiment as a component. The vehicle information system 1 is composed of a vehicle 10 on which passengers 30 carrying mobile terminals 20 board, a door-by-door boarding guidance planning device 40, and equipment on the ground 50. The door-by-door boarding guidance planning device 40 may be installed in the vehicle 10 or on the ground 50. By passing information on the mobile terminals 20 carried by passengers 30 in the vehicle 10 to the door-by-door boarding guidance planning device 40, the number of people to be allowed to board at each door at a certain station is calculated, and notification is given to passengers 502 on the ground 50, station staff, etc., to guide the passengers 502 on the ground 50.

[0020] Hereinafter, a flow will be described up to the calculation of door-by-door boarding guidance plan information D406 using information on the mobile terminal 20 carried by the passenger 30 in the vehicle 10. The door-by-door boarding guidance plan information D406 is information indicating how many passengers 502 on the platform 501 should be boarded at which door.

[0021] The door-by-door boarding guidance planning device 40 is composed of 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 in the car after alighting estimation unit 404, a door-by-door passenger number planning unit 405, and a door-by-door boarding guidance planning unit 406.

[0022] First, the mobile terminal 20 carried 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 door-by-door boarding guidance planning device 40. In the door-by-door boarding guidance planning device 40, 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.

[0023] The mobile terminal 20 is an information device carried by the passenger 30, such as a tablet terminal or a smartphone.

[0024] The terminal ID information D202 is information capable of identifying the mobile terminal 20. 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 the user number is used as the terminal ID information D202.

[0025] Next, an alighting station estimation unit 401 estimates which station the passenger 30 will alight at based on the terminal ID information D202, and sends it as per-passenger alighting station information D401 to an alighting door position estimation unit 403. The per-passenger alighting station information D401 is a compilation of alighting station estimation results for each passenger 30's terminal ID information D202.

[0026] Methods for estimating the alighting station include, for example, a method of estimating the alighting station using past alighting station information in the terminal ID information D202, or, if the application has a destination guidance function, a method of estimating the alighting station from the search results of the destination guidance.

[0027] Furthermore, a passenger position estimation unit 402 estimates the car in which the passenger 30 is riding and his / her position within the car 10 based on the terminal ID information D202 and the terminal position information D201, and sends the information as in-car passenger position information D402 to an alighting door position estimation unit 403. The in-car passenger position information D402 is a summary of the positions of the passengers 30 in the car 10 for each terminal ID information D202 for each car.

[0028] Next, an alighting door position estimation unit 403 estimates which door the passenger will alight at based on the alighting station information for each passenger D401 and the passenger position information in the vehicle D402, and sends this as alighting door position and alighting station information for each passenger D403 to an alighting time and passenger distribution in the vehicle after alighting estimation unit 404.

[0029] The passenger-specific door position and station information D403 is information on which station and which door the passenger will alight at, compiled for each terminal ID information D202.

[0030] Next, an alighting time and after alighting passenger distribution in the car estimation unit 404 estimates the alighting time and the distribution of passengers in the car after alighting at the station specified in the alighting station name information D501 based on the alighting door position and alighting station information for each passenger D403 and the alighting station name information D501, and sends this to a door-by-door alighting time and after alighting passenger distribution information D404 to a door-by-door passenger number planning unit 405.

[0031] The alighting station name information D501 is the name of a station where the vehicle 10 will stop in the future. The alighting station name information D501 may be generated, for example, by a device located on the ground 50 that recognizes the on-line position of the vehicle 10 based on the on-line position of the vehicle 10, and transmitted to the alighting time and after alighting in-car passenger distribution estimation unit 404. In this embodiment, estimation is performed for the next station, so the alighting station name information in this embodiment is the name of the next station.

[0032] The door-by-door alighting time and post-alighting passenger distribution information D404 includes door-by-door alighting time information and door-by-door alighting passenger distribution information. The door-by-door alighting time information is a list of alighting times at stations specified in the alighting station name information D501, summarized for each door of the vehicle 10. The door-by-door alighting passenger distribution information is information summarizing the passenger distribution after passengers alight at stations specified in the alighting station name information D501, summarized for each door, such as the position and number of passengers present near the door after alighting and before new passenger 502 boards the vehicle 10.

[0033] Next, the door-by-door passenger number planning unit 405 calculates, based on the door-by-door alighting time and post-alighting passenger distribution information D404, and the boarding and alighting time and congestion degree adjustment information D502, the number of people that can be allowed to board at the station specified by the alighting station name information so as to prevent uneven congestion in the vehicle 10 and an increase in boarding and alighting times, and sends this to the door-by-door boarding guidance planning unit 406 as door-by-door passenger number planning information D405.

[0034] The boarding / alighting time and congestion degree adjustment information D502 is information on the boarding / alighting time permitted at a station and the number of passengers permitted near a door. The boarding / alighting time and congestion degree adjustment information D502 may be transmitted from a device present on the ground 50, or may be stored in the door-by-door boarding guidance planning device 40.

[0035] The door-by-door passenger number plan information D405 is a summary of how many passengers can board at each door at the station specified in the alighting station name information D501. For example, it is the maximum number of passengers that can board at each door.

[0036] Finally, a door-by-door boarding guidance plan unit 406 calculates the number of people who will actually board at the station specified by the disembarking station name information for each door based on the door-by-door boarding number plan information D405, and outputs the calculated number of people as door-by-door boarding guidance plan information D406. The door-by-door boarding guidance plan information D406 may be sent to a terminal device carried by a station staff member, or may be used to display open doors on platform doors, signage, or mobile terminals carried by passengers 502 on the platform.

[0037] As a method for calculating the number of people who will actually board at the station specified by the alighting station name information, for example, there is a method of using the past actual number of people boarding trains at the station specified by the alighting station name information or the number of passengers on the platform 502 detected by a sensor, and distributing the passengers on the platform 502 to each door based on the door-by-door number-of-passengers plan information D405.

[0038] The above is an outline of the method for using information from the mobile terminal 20 carried by the passenger 30 in the vehicle 10 to notify the passenger 502 on the ground 50 and station staff, etc., and guiding the passenger 502 on the ground 50. In this method, the passenger count plan for each door takes into account not only the degree of congestion near the door but also the boarding and alighting time for each door, so it is possible to prevent both uneven congestion at each door and an increase in boarding and alighting time.

[0039] Next, an example of a method for estimating the position of a passenger in a vehicle will be described in detail with reference to Fig. 2. Fig. 2 is a diagram showing an example of a method for estimating the position of a passenger in a vehicle 10 with high accuracy using a mobile terminal 20 and a short-range communication device 60 installed in the vehicle 10.

[0040] 2, the mobile terminal 20 and the short-range communication device 60 perform short-range communication, and the short-range communication device 60 calculates the azimuth angle of the signal emitted from the mobile terminal 20 and the distance between the mobile terminal 20 and the short-range communication device 60, and transmits the azimuth angle and the distance as terminal position information D201 together with terminal ID information D202 to the passenger position estimation unit 402. Alternatively, the short-range communication device 60 may transmit the azimuth angle and the distance as azimuth angle and distance information D601 to the mobile terminal 20, and the mobile terminal 20 may transmit the azimuth angle and distance information D601 as terminal position information D201 together with the terminal ID information D202 to the passenger position estimation unit 402.

[0041] The passenger position estimation unit 402 can estimate the position of the mobile terminal 20 within the vehicle 10 based on the azimuth angle and the distance.

[0042] Next, the operation of the exit door position estimation unit 403 will be described in detail with reference to FIG.

[0043] Fig. 3 is a diagram showing an example of the operation of the exit door position estimation unit 403 in this embodiment. In Fig. 3, it is assumed that a certain car (car number N) has six doors (doors N-D1, N-D2, ..., N-D6). Furthermore, it is assumed that the terminal ID information D202 of the mobile terminal 20 carried by the passenger 30 is expressed as 001, 002, ..., and in Fig. 3, the explanation will be given with particular attention to 001 to 008.

[0044] First, car N is divided into sections according to the number of doors. In the case of FIG. 3, since there are six doors, the car is divided into three sections (sections N-A1, N-A2, and N-A3). Next, the section to which the passenger 30 corresponding to the terminal ID information D202 belongs is identified by using the passenger position information D402 in the car. Furthermore, by using the information on the alighting station corresponding to the terminal ID information D202 included in the alighting station information for each passenger D401, a table of the terminal ID information T101, the section T102 to which the passenger belongs, and the alighting station T104 is created, as in table T10 in FIG. 3. In this embodiment, the next station for the alighting station T104 is X1 station, and the station next to X1 station is X2 station.

[0045] 3, the door through which the passenger 30 corresponding to the terminal ID information T101 disembarks is the door closest to the passenger 30, i.e., any of the doors in the section to which the passenger 30 belongs, and alighting door candidates T103 are obtained for each terminal ID information T101 according to the section to which the passenger 30 belongs. For example, for the terminal ID 001, the section to which the passenger belongs is N-A1, so the alighting door candidates are N-D1 and N-D2.

[0046] In addition, since the door that opens is determined by the alighting station, the alighting station door opening T105 is obtained from the alighting station. If 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, then for terminal ID001, since the alighting station is X1 station, the alighting station door openings are N-D1, N-D3, and N-D5.

[0047] Furthermore, among the alighting door candidates T103, one that matches the alighting station open door T105 is selected to obtain alighting door estimated information T106. Finally, table T10 in Fig. 3 is output as alighting door position and alighting station information D403 for each passenger. Regarding the alighting door estimated information T106, in the case of terminal ID001, the one that matches the alighting station open door N-D1, N-D3, and N-D5 among the alighting door candidates N-D1 and N-D2 is N-D1, so the alighting door estimated information T106 is N-D1.

[0048] The above is the detailed operation of the exit door position estimation unit 403.

[0049] Next, an example of the operation of the alighting time and after alighting passenger distribution inside the car estimation unit 404 will be described with reference to Fig. 4. Fig. 4 shows the alighting time for each door for each section calculated by the alighting time and after alighting passenger distribution inside the car estimation unit 404, which compiles the alighting door position for each passenger and alighting station information D403 shown in Table T10 in Fig. 3 for station X1.

[0050] As described above, the alighting time and after alighting passenger distribution estimation unit 404 first extracts alighting stations that match the alighting station name information D501 from the alighting door position and alighting station information for each passenger D403, and counts the number of terminal IDs for each section to which the passenger belongs. In this embodiment, the alighting station name information is the next station, X1 station, and when data on the terminal IDs alighting at X1 station is extracted from table T10 in Fig. 3 and the number of passengers before alighting and the number of passengers after alighting are counted, the result is table T20 in Fig. 4.

[0051] For example, from table T10 in Fig. 3, in section N-A1, the terminal IDs belonging to the section before arriving at X1 station are 001 and 005, and the terminal ID information T101 of the passenger who gets off at X1 station is 005. Therefore, in section N-A1, the number of passengers before getting off before arriving at X1 is 2, corresponding to 001 and 005, the number of passengers getting off at X1 station is 1, corresponding to 005, and the number of passengers after getting off is 1, corresponding to 001.

[0052] By performing the above-mentioned tabulation for all passengers in car N, the number of passengers in the section before disembarking T303, the number of passengers disembarking at each door T304, and the number of passengers in the section after disembarking T305, which are shown in table T30 in Fig. 4, are obtained. In the following explanation, table T30 in Fig. 4 will be used.

[0053] The alighting time per door T306 is further calculated using table T30 in Fig. 4. One method for calculating the alighting time per door T306 is, for example, to multiply the previously set time required for alighting per person by the number of people alighting per door T304. There are other methods for calculating the alighting time per door, such as taking into account the density near the door and increasing the value of the time required for alighting per person when the density is high, and the method is not limited to the above method.

[0054] In the case of section N-A1 in Table T30 in Figure 4, it takes 20 seconds if 70 people get off, so if there are 20 people getting off, multiply that by 20 seconds / 70 people, and the disembarking time is 5.7 seconds.

[0055] Finally, door-by-door alighting times and post-alighting passenger distribution information D404 is output in the format of table T30 in FIG.

[0056] The above is an example of the operation of the alighting time and after alighting passenger distribution in the vehicle estimation unit 404.

[0057] Next, the operation of the door-by-door passenger number planning unit 405 will be described in detail with reference to FIG.

[0058] FIG. 5 shows an example of an operation for calculating passenger numbers plan information for each door D405 by using boarding / alighting time and congestion degree adjustment information D502 and door-by-door alighting time and post-alighting passenger distribution information D404 for station X1 and car N.

[0059] In this embodiment, the boarding / alighting time and congestion adjustment information D502 is the maximum allowable boarding / alighting time at a certain station (Station X1) and the maximum allowable number of passengers per section in a certain car (Car N), with the maximum allowable boarding / alighting time being 30 seconds and the maximum number of passengers per section being 50 people.

[0060] Here, a method for planning the number of passengers so that the boarding and alighting times and the number of passengers do not exceed their respective maximum values ​​will be described.

[0061] Table T40 in Fig. 5 is a table used for calculations to plan the number of passengers so that the boarding and alighting times are not maximized. For example, in the case of section N-A1, the alighting time per door T403 is 5.7 seconds, and the maximum allowable boarding and alighting time is 30 seconds, so the maximum allowable boarding time T404 is 24.3 seconds. Therefore, the number of people who can board in 24.3 seconds is calculated as candidate number of passengers 1 (T405), and it is assumed that it is 85 people.

[0062] On the other hand, table T50 in Fig. 5 is a table used for calculations to plan the number of passengers so as not to maximize the number of passengers. For example, in the case of section N-A1, the number of passengers after disembarking T503 is 41, and the maximum allowable number of passengers is 50, so the maximum allowable number of passengers is 9, and these 9 are set as candidate number of passengers 2 (T505).

[0063] Passenger number candidate 1 (T405) is the number of passengers that will not exceed the upper limit of the boarding and alighting time, and passenger number candidate 2 (T505) is the number of passengers that will not exceed the upper limit of the number of passengers. Therefore, if the smaller value between passenger number candidate 1 and passenger number candidate 2 is selected and set as the passenger number plan value T603 in table T60 in Figure 5, the boarding and alighting time and the number of passengers will not exceed the upper limit.

[0064] For example, in the case of section N-A1, the smaller of passenger number candidate 1 and passenger number candidate 2 is selected to be 9 people, and the planned passenger number value is set to 9. If 9 people board at station X1, assuming that the boarding time T604 when 9 people board is 2.6 seconds, the boarding / alighting time T605 is 8.3 seconds, and the maximum number of people after boarding T606 is 50 people, the boarding / alighting time and the upper limit of the number of passengers are not exceeded.

[0065] Therefore, by using the passenger headcount plan value, it is possible to prevent a specific door in the vehicle from becoming overcrowded and to prevent boarding and alighting times from exceeding a predetermined value.

[0066] Finally, the door-by-door passenger capacity plan information D405 is output in the format of table T60 in FIG.

[0067] The above is an explanation of the operation of the door-by-door passenger number planning unit 405.

[0068] According to this embodiment, the planned number of passengers per door at the next station where a train will stop can be set so that the boarding / alighting time and number of passengers do not exceed predetermined values, thereby preventing uneven distribution of passengers on board and excessive boarding / alighting times. EXAMPLES

[0069] The first embodiment is applicable when the destination station of most passengers can be estimated from the terminal IDs. The second embodiment calculates the door-by-door alighting time and post-alighting passenger distribution information D404 when there is a non-negligible number of passengers whose destination is unknown.

[0070] Fig. 6 is a diagram showing an example of the operation of the exit door position estimation unit 403 when there are multiple passengers with unknown destinations. In the case of Fig. 6, since the exit station T704 of ID009 to ID011 is unknown, the exit door estimation information T706 is also unknown.

[0071] Therefore, for passengers 30 whose destination station is known, a first number of alighting passengers at X1 station is calculated in the same manner as in the first embodiment, and for passengers whose destination is unknown, a second number of alighting passengers is calculated separately. The first and second numbers of alighting passengers are added together to estimate the number of alighting passengers at X1 station, and the alighting times per door and passenger distribution information after alighting D404 are calculated from the alighting numbers.

[0072] As a method for estimating the number of passengers with unknown destinations who get off, for example, there is a method of accumulating actual values ​​of a pair of the number of passengers with unknown destinations who were on the train before arrival at X1 station and the number of passengers with unknown destinations who get off at X1 station, extracting an actual value that is closest to the number of passengers with unknown destinations before arrival at X1 station during operation, and setting the number of passengers with unknown destinations who get off corresponding to the extracted actual value as the second number of passengers. The method for estimating the second number of passengers is not limited to the above, and any method may be used as long as it uses past actual values ​​regarding passengers with unknown destinations.

[0073] By estimating separately for passengers with known destinations and those with unknown destinations, the estimation error in the number of disembarking passengers may be smaller than when estimating the number of disembarking passengers without separating passengers with known destinations from those with unknown destinations.

[0074] For example, it is assumed that the error of the first method for determining the number of passengers getting off at X1 station during operation based on the past number of passengers before arrival at X1 station and the past number of passengers after getting off at X1 station is 20%.

[0075] On the other hand, the second method, which estimates the destination of passengers whose destination information corresponding to their terminal ID is registered, is expected to have higher accuracy in estimating the disembarking station compared to the first method, where no destination information is given, and the estimation error in the number of disembarking passengers is set at 5%.

[0076] Now, suppose that 50 passengers are on board in compartment N-A1 of car N, and 35 of them have a destination registered with their terminal ID. In reality, 40 passengers get off, of which 30 have a destination registered with their terminal ID, and 10 have an unknown destination.

[0077] Let us consider the case where the number of people getting off at the next station, X1, is estimated using only the first method. In reality, 40 people get off, but the error of the first method is 20%, so the error in the number of people getting off is 8 people.

[0078] On the other hand, we will now describe the case where the number of people getting off at the next station, X1, is estimated by combining the first and second methods. For the first method, 10 people actually get off, but the error of the first method is 20%, so the error in the number of people calculated is 2. For the second method, 30 people actually get off, but the error of the second method is 5%, so the error in the number of people calculated is 1.5. Since the number of people getting off at X1 station is the sum of the numbers of people calculated using the first and second methods, the error in the number of people is a maximum of 3.5. Therefore, this is smaller than the error of 8 people in the number of people estimated using only the first method.

[0079] According to this embodiment, even if there is a certain number of passengers with unknown destinations, by utilizing the information of passengers whose destinations corresponding to their terminal IDs are registered, it is possible to estimate the number of people disembarking at stations with a small margin of error and calculate the planned number of passengers, thereby preventing uneven distribution of passengers on board and excessive boarding and disembarking times. EXAMPLES

[0080] In the first and second embodiments, the planned number of passengers per door is calculated for the next station where a train will stop. In this embodiment, a method for calculating the planned number of passengers at stations beyond the next station will be described.

[0081] Fig. 7 is a diagram showing the configuration of a vehicle information system 1 including a door-by-door boarding guidance plan device 40 according to this embodiment. In Fig. 7, compared to the first embodiment, a door-by-door boarding guidance plan storage unit 407 and door-by-door boarding guidance plan storage information D407 are added.

[0082] The door-by-door boarding guidance plan storage unit 407 is a database in which the calculated door-by-door boarding guidance plan information D406 is stored, and for example, the door-by-door boarding guidance plan information of the X1 station calculated in the first embodiment is stored.

[0083] In this embodiment, the alighting time and after alighting passenger distribution in the vehicle 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 calculates door-by-door alighting time and after alighting passenger distribution information D404 at stations beyond the next station.

[0084] Hereinafter, a method for calculating door-by-door alighting times and post-alighting passenger distribution information D404 at station X2 will be described with reference to Fig. 8, assuming that the next station after station X1 is station X2, but that the train has not yet arrived at station X1.

[0085] Table T80 in Fig. 8 is a diagram showing a method for calculating an estimated number of passengers after departure from X1 station using the planned number of passengers calculated by the method of Example 1. For example, the planned number of passengers T805 is calculated using the past actual number of passengers at X1 station and the planned number of passengers T804, and the planned number of passengers in section N-A1 is set to 8. In table T80, the number of passengers after disembarking T803 at X1 station is 41, so the estimated number of passengers after boarding T806 at X1 station is 49.

[0086] 8 is a table for estimating the number of passengers alighting T904, the number of passengers after alighting T905, and the alighting time per door T906 at station X2, and is calculated using the estimated number of passengers after boarding T806. The number of passengers before alighting T903 in table T90 is the estimated number of passengers after boarding T806.

[0087] Since the terminal ID of the new passenger boarding at station X1 is not yet known, the destination station of the passenger boarding at station X1 is unknown. Therefore, first, the number of passengers whose destination is known from the terminal ID and the section in which they will get off at station X2 are calculated, and then the number of passengers whose destination is unknown is estimated separately.

[0088] For example, the method described in Example 2 is used to estimate the number of passengers getting off when there are passengers with unknown destinations.

[0089] The subsequent operations are the same as those in the first embodiment, and the planned number of passengers at station X2 can be calculated.

[0090] According to this embodiment, the planned number of passengers can be calculated even at stations beyond the next station of a certain train, and uneven distribution of passengers on board the train and excessive boarding and alighting times can be prevented. EXAMPLES

[0091] In this embodiment, an example of a method for estimating passenger positions in a vehicle will be described, which is different from those in embodiments 1 to 3. This embodiment is a method for estimating passenger positions in a vehicle based on relative position estimation by short-range communication between mobile terminals, position estimates by GNSS for each mobile terminal, and the latitude and longitude of the vehicle.

[0092] FIG. 9 is a diagram showing a method for estimating the position of a passenger in a vehicle in this embodiment.

[0093] In this embodiment, first, among the portable terminals 20 in the train, multiple terminals with high accuracy of position estimation by the GNSS sensor are selected. As a method of selecting a terminal with high accuracy, for example, a DOP, which is an index of degradation of positioning accuracy determined by the arrangement of satellites from which the terminal can receive radio waves, is used, and a terminal with high positioning accuracy and a DOP smaller than a certain reference value is selected as a high-accuracy terminal.

[0094] Next, the train position information is compared with the position information of the high-precision terminal to identify the car in which each high-precision terminal is located. The train position information is, for example, the latitude and longitude information of the train estimated using a GNSS sensor mounted on the train, but is not limited to this information.

[0095] Specifically, when the GNSS sensor 70 mounted on a train is mounted at the front of the train, the method for identifying the car in which each high-precision terminal is located is as follows: first, the distance along the rail between the GNSS sensor and the high-precision terminal is calculated; then, the distance along the rail between the GNSS sensor and the high-precision terminal is divided by the length of the train; the value obtained by adding 1 to the integer part of the division result is the car number when the front car is number 1.

[0096] In this embodiment, the passenger distribution inside car N is determined, and from the selected high-precision terminals, three high-precision terminals present in car N are selected as the first reference terminal 21, the second reference terminal 22, and the third reference terminal 23, and the position of the first reference terminal is set as the first reference terminal position, the position of the second reference terminal is set as the second reference terminal position, and the position of the third reference terminal is set as the third reference terminal position.

[0097] Next, the representative position and representative axis 80 of car N are obtained. The representative position of car N can be obtained from latitude and longitude information of the GNSS sensor mounted on the train and latitude and longitude information of the rail curve. For example, the representative position of car N is assumed to be one of the four corners of the vehicle, as shown in Figure 9. The first representative axis is set along the rail, and the second axis is set along the sleeper direction. The origin of the representative axis of car N is the representative position of car N.

[0098] Furthermore, using the first reference terminal position, the second reference terminal position, the third reference terminal position, the representative position of car N, and the representative axis 80, the first reference terminal interior position, the second reference terminal interior position, and the third reference terminal interior position are determined based on the representative axis of car N.

[0099] The above steps have been used to calculate the in-car position of the reference terminal in car N. Next, the in-car position of non-reference terminal 20, which is a terminal other than the reference terminal, in car N is calculated.

[0100] Therefore, by short-range 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, a second distance D221 between the second reference terminal position and the non-reference terminal, and a third distance D231 between the third reference terminal position and the non-reference terminal are determined.

[0101] Once the first distance D211, the second distance D221, and the third distance D231 are determined, the rectangle consisting of the first reference terminal 21, the second reference terminal 22, the third reference terminal 23, and the non-reference terminal 20 is uniquely determined, and 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 uniquely determined.

[0102] By using the above method, the terminal position in any car can be estimated without the need to provide an additional communication device for each car. By using the terminal position obtained by this embodiment, the passenger headcount plan value can be calculated even for stations beyond the next station of a certain train, preventing uneven distribution of passengers in the car and excessive boarding and alighting times. EXAMPLES

[0103] In the first to fourth embodiments, it is assumed that most of the passengers have mobile terminals, but in this embodiment, a method for estimating passenger positions, and alighting times for each door and alighting distribution of passengers will be described in the case where a certain number of passengers do not have mobile terminals and the terminal ID information D202 cannot be obtained. In this embodiment, the target is car number N.

[0104] FIG. 10 is a diagram showing a vehicle information system 1 including a door-by-door boarding guidance planning device 40 according to this embodiment as a component thereof, and compared to the first embodiment, a pressure sensor 90 and a car load measuring unit 408 are further included.

[0105] The pressure sensor 90 is a sensor installed, for example, near the bogie of each car in order to measure the weight of the car. The car load measurement unit 408 reads the value 901 of the pressure sensor 90, calculates the load in the car, and outputs it to the passenger position estimation unit 402 as car load information D408.

[0106] The passenger position estimation unit 402 locates the position within the car of passengers who can receive the terminal ID information D202 using short-range communication, etc. Next, the number of passengers in car N who can receive the terminal ID information D202 is calculated, and the total weight of passengers who can receive the terminal ID information D202 is calculated based on an assumed weight per person, and this is subtracted from the total weight obtained from the car load information to obtain the remaining weight information.

[0107] The remaining weight information is obtained by subtracting the total weight of passengers who can receive the terminal ID information D202 from the total weight described above, and is therefore the total weight of 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.

[0108] Furthermore, the number of passengers who cannot receive the terminal ID information D202 is distributed to each section in the vehicle. For example, the number of passengers who cannot receive the terminal ID information D202 is evenly distributed to each section, and they are treated as passengers with unknown destinations.

[0109] Thereafter, the door-by-door passenger number plan information D405 can be calculated by the method of the second embodiment, which is an embodiment for the case where there is a passenger with an unknown destination.

[0110] According to this embodiment, by further using a pressure sensor in the vehicle, even if there is a certain number of passengers who do not have mobile terminals, or who have mobile terminals but cannot communicate with the door-by-door boarding guidance planning device, the passenger count plan value can be calculated, and uneven distribution of passengers in the vehicle and excessive boarding and alighting times can be prevented.

[0111] The present invention is not limited to the above-mentioned embodiment, and various modifications are included. For example, the above-mentioned embodiment has been described in detail to easily explain the present invention, and is not necessarily limited to those having all the configurations described. It is also possible to replace a 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. It is also possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. In addition, each of the above-mentioned configurations, functions, processing units, processing means, etc. may be realized by hardware, for example, by designing them as integrated circuits. In addition, each of the above-mentioned configurations, functions, etc. may be realized by software by a processor interpreting and executing a program that realizes each function. Information such as a program, table, file, etc. that realizes each function can be placed in a memory, a recording device such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD. [Explanation of symbols]

[0112] 1. Vehicle Information System 10. Vehicle 20. Mobile terminals 30 Passengers 40. Door-by-door boarding guidance planning device 50...ground 60...Short-range communication equipment 70 GNSS sensor 80..Representative position and representative axis 90...Pressure sensor

Claims

1. an alighting station estimation unit that estimates a station at which a passenger will alight based on terminal ID information of a portable terminal carried by the passenger in the vehicle and outputs alighting station information for each passenger; a passenger position estimation unit that estimates a position of the passenger in the vehicle based on the terminal ID information and terminal position information of the mobile terminal, and outputs passenger position information in the vehicle; an alighting door position estimating unit that estimates a position of a door through which the passenger alights based on the alighting station information for each passenger and the passenger position information in the vehicle, and outputs alighting door position and alighting station information for each passenger; an alighting time and after alighting passenger distribution estimation unit that estimates alighting times and a distribution of the passengers in the vehicle after alighting at stations specified by the alighting station name information based on the alighting door positions and alighting station information for each passenger and alighting station name information that is the name of a station where the vehicle will stop in the future, and outputs alighting times for each door and after alighting passenger distribution information; a door passenger number planning unit that calculates the number of people that can be boarded at a station specified by the alighting station name information for each door based on the door-by-door alighting time and post-alighting passenger distribution information, and boarding / alighting time and congestion adjustment information that are the permissible boarding / alighting time at a station and the permissible number of passengers near the door, and outputs door-by-door passenger number plan information; a door-by-door boarding guidance planning unit that calculates, for each door, the number of people 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 outputs door-by-door boarding guidance plan information; A door-by-door boarding guidance planning device.

2. The door-by-door boarding guidance planning device according to claim 1, the door-by-door passenger number planning unit calculates the number of passengers that can be allowed to board at the station specified by the alighting station name information so as not to exceed the boarding / alighting time allowed at the station specified by the alighting station name information and the number of passengers allowed near the door; Door-by-door boarding guidance planning device.

3. The door-by-door boarding guidance planning device according to claim 1 or 2, the alighting door position estimation unit divides the vehicle into a plurality of sections based on the number of doors of the vehicle, and selects, from the doors present in the section in which the passenger is located, a door that matches the door that will open at the station where the passenger is to alight; Door-by-door boarding guidance planning device.

4. The door-by-door boarding guidance planning device according to claim 3, The door-by-door alighting time and after-alighting passenger distribution information includes door-by-door alighting time information and door-by-door after-alighting passenger distribution information, 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 alighting, The number of passengers who get off at the station specified by the alighting station name information is set as the alighting number of passengers, Estimating a time for getting off based on the number of people getting off, and outputting the door-by-door alighting time information; estimating a distribution of the passengers in the vehicle after alighting based on the number of passengers before alighting and the number of passengers alighting, and outputting the post-alighting passenger distribution information for each door; Door-by-door boarding guidance planning device.

5. The door-by-door boarding guidance planning device according to claim 4, The alighting time and after alighting passenger distribution estimation unit estimates the number of passengers who will alight at the station specified in the alighting station name information based on past actual values ​​for the passengers whose alighting stations could not be estimated. Door-by-door boarding guidance planning device.

6. The door-by-door boarding guidance planning device according to claim 5, A door-by-door boarding guidance plan storage unit for storing the door-by-door boarding guidance plan information, the alighting time and after alighting in-car passenger distribution estimation unit estimates, before arriving at the first station specified by the alighting station name information, alighting time and a distribution of the passengers in the car after alighting at the second station specified by the alighting station name information, based on the door-by-door boarding guidance plan information at the first station stored in the door-by-door boarding guidance plan storage unit; Door-by-door boarding guidance planning device.

7. The door-by-door boarding guidance planning device according to any one of claims 4 to 6, the door-by-door passenger number planning unit calculates, for each door, the number of passengers that can be allowed to board at the station specified by the alighting station name information, such that the total boarding time calculated from the alighting time and the number of passengers to be allowed to board does not exceed an allowable boarding / alighting time, and such that the total of the number of passengers after alighting and the number of passengers to be allowed to board does not exceed the number of passengers allowed near the door; Door-by-door boarding guidance planning device.

8. The door-by-door boarding guidance planning device according to claim 7, the door-by-door passenger number planning unit determines the number of passengers that can be allowed to board at the station specified by the alighting station name information to be the smaller of the number of passengers calculated for each door so that the total boarding time calculated based on the alighting time and the number of passengers to be allowed to board does not exceed the allowable boarding / alighting time, and the number of passengers calculated for each door so that the total of the number of passengers after alighting and the number of passengers to be allowed to board does not exceed the allowable number of passengers near the door; Door-by-door boarding guidance planning device.

9. The door-by-door boarding guidance planning device according to any one of claims 1 to 8, The terminal location information is an azimuth angle and a distance of the mobile terminal with respect to the short-range communication device calculated by short-range communication between the mobile terminal and the short-range communication device in the vehicle. Door-by-door boarding guidance planning device.

10. 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. The door-by-door boarding guidance planning device according to any one of claims 1 to 8, a vehicle load measuring unit that measures a load of the vehicle based on a weight of the vehicle; The passenger position estimation unit estimates a position of the passenger in the vehicle based on a load of the vehicle. Door-by-door boarding guidance planning device.

12. A door-by-door boarding guidance planning method performed by the door-by-door boarding guidance planning device according to any one of claims 1 to 11, an alighting station estimating step of estimating a station at which a passenger will alight based on terminal ID information of a portable terminal carried by the passenger in the vehicle, and outputting alighting station information for each passenger; a passenger position estimating step of estimating a position of the passenger in the vehicle based on the terminal ID information and terminal position information of the mobile terminal, and outputting passenger position information in the vehicle; an alighting door position estimating step of estimating a position of a door through which the passenger alights based on the alighting station information for each passenger and the passenger position information in the vehicle, and outputting alighting door position and alighting station information for each passenger; an alighting time and after alighting passenger distribution in the vehicle estimation step of estimating alighting time and alighting passenger distribution in the vehicle at a station specified by the alighting station name information based on the alighting door position and alighting station information for each passenger and alighting station name information which is the name of a station where the vehicle will stop in the future, and outputting alighting time for each door and after alighting passenger distribution information; a door-by-door passenger number planning step of calculating, for each door, the number of people that can be boarded at a station specified by the alighting station name information, based on the door-by-door alighting time and post-alighting passenger distribution information, and boarding / alighting time and congestion adjustment information, which are the permissible boarding / alighting time at a station and the permissible number of passengers near the door, and outputting door-by-door passenger number plan information; a door-by-door boarding guidance planning step of calculating, for each door, the number of people 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; A door-by-door boarding guidance planning method.

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