Train information management device, train car seat vacancy detection system, and train car seat vacancy detection method

Abstract

A train information management device (30) installed in a train comprises: an assumed weight calculation unit (31) that calculates the assumed per-person weight of individuals riding in designated-seat vehicles for which the number of passengers is known; a passenger count calculation unit (32) that calculates the number of passengers in each vehicle of the train using a detection value and an assumed weight for each vehicle of the train, which are values corresponding to the number of passengers; a vacant seat availability determination unit (33) that compares the number of passengers in each vehicle of the train with the number of seats of each vehicle of the train to determine the availability of vacant seats in each vehicle; and a communication unit (34) that transmits, to a ground facility, the result determined for the availability of vacant seats in each vehicle of the train as determined by the vacant seat availability determination unit (33).

Description

Technical Field

[0001] The present disclosure relates to a train information management device mounted on a train, a vehicle seat detection system, and a vehicle seat detection method.

Background Art

[0002] Conventionally, by guiding information on the occupancy rate of each vehicle of a train to passengers at the next station who are about to board the train, etc., boarding a crowded vehicle is avoided, and the convenience of passengers is improved. For example, in Patent Document 1, after a passenger boards at a certain station, the occupancy rate is immediately calculated, and the number of passengers scheduled to get off at the next station is calculated from the boarding section information read from a boarding ticket or commuter pass with an IC (Integrated Circuit) chip carried by the passenger, and a technology for a boarding status / departure schedule guidance system that displays this information on a display device installed at the next station is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, according to the above conventional technology, when calculating the occupancy rate, a fixed value, specifically, "average weight of Japanese people + decorative weight" is used as the weight of each passenger, but the decorative weight varies depending on the time. Therefore, there is a problem that an error occurs in the calculation accuracy of the occupancy rate, and as a result, an error may also occur in the determination of the presence or absence of empty seats on the train.

[0005] The present disclosure has been made in view of the above, and an object thereof is to obtain a train information management device capable of improving the determination accuracy of the presence or absence of empty seats in each vehicle of a train.

Means for Solving the Problems

[0006] To solve the aforementioned problems and achieve the objective, this disclosure provides a train information management device to be installed on a train. The train information management device comprises: an estimated weight calculation unit that calculates the estimated weight per person riding in a reserved seat car where the number of passengers is known; a passenger count calculation unit that calculates the number of passengers in each car of the train using the detected value and estimated weight detected by a detection means set in the lower part of the passenger compartment of each car of the train, which corresponds to the number of passengers; a seat availability determination unit that compares the number of passengers in each car of the train with the number of seats in each car of the train to determine whether there are vacant seats in each car; and a communication unit that transmits the seat availability determination result for each car of the train, determined by the seat availability determination unit, to ground equipment. The assumed weight calculation unit will use the previously calculated assumed weight until a reserved seat car is assigned to the train on the day the train is in operation, if no reserved seat cars are assigned to the train on the first day of operation. It is characterized by the following: [Effects of the Invention]

[0007] The train information management device disclosed herein has the effect of improving the accuracy of determining whether or not there are vacant seats in each car of a train. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows an example configuration of the vehicle vacant seat detection system according to Embodiment 1. [Figure 2] This figure shows an example of the configuration of the train information management device according to Embodiment 1. [Figure 3] Flowchart showing the operation of the train information management device according to Embodiment 1 [Figure 4] Flowchart showing the operation of the ground equipment according to Embodiment 1 [Figure 5] Flowchart showing the operation of the display device according to Embodiment 1 [Figure 6] This figure shows an example of the display of the determination result by the display device according to Embodiment 1. [Figure 7] This figure shows an example of a processing circuit for realizing the vehicle vacancy detection system according to Embodiment 1, which is configured with a processor and memory. [Figure 8]This figure shows an example of a case where the processing circuit for realizing the vehicle vacancy detection system according to Embodiment 1 is configured with dedicated hardware. [Modes for carrying out the invention]

[0009] The train information management device, the vehicle vacancy detection system, and the vehicle vacancy detection method according to embodiments of this disclosure will be described in detail below with reference to the drawings.

[0010] Embodiment 1. Figure 1 shows an example configuration of the vehicle vacancy detection system 1 according to Embodiment 1. The vehicle vacancy detection system 1 comprises onboard equipment 20 mounted on the train 10 and a display device 50. Although the description is simplified in Figure 1, the following train 10 shown on the left, which travels from left to right in the figure, and the train 10 traveling from right to left in the figure, i.e., in the opposite direction to the two aforementioned trains 10, are also equipped with onboard equipment 20, just as the preceding train 10 shown on the right travels from left to right in the figure. In the example in Figure 1, the train 10 is a two-car train, but it may be a train with three or more cars. The train 10 may also be a single-car train. Furthermore, the number of cars in each train 10 may differ.

[0011] The onboard equipment 20 includes an onboard antenna 21, a public network 22, an onboard server 23, a train information management device 30, and a display 40.

[0012] The on-board antenna 21, the public network 22, and the on-board server 23 are devices used by the train information management device 30 when it communicates wirelessly with ground equipment 60 and the like. The on-board antenna 21, the public network 22, and the on-board server 23 are general devices used for wireless communication between the train 10 and the ground equipment 60, so a detailed explanation is omitted. For wireless communication between the train 10 and the ground equipment 60, a dedicated network or the internet may be used.

[0013] The train information management device 30 manages the operation of the train 10 on which the train information management device 30 is installed. In this embodiment, the train information management device 30 calculates the number of passengers in each car of the train 10, determines whether there are vacant seats in each car, and transmits the determination result to the ground equipment 60. As a result, the ground equipment 60 transmits the determination result of whether there are vacant seats in each car by the train information management device 30 to the display device 50, and the display device 50 can display the determination result of whether there are vacant seats in each car by the train information management device 30. In the example in Figure 1, the train 10 is equipped with two train information management devices 30, but the two train information management devices 30 may perform the above determination independently, or only one of the train information management devices 30 may perform the above determination. Hereafter, the case in which one train information management device 30 performs the above determination will be described. The detailed configuration and operation of the train information management device 30 will be described later.

[0014] The display unit 40 is installed in the driver's cab (not shown) of train 10 and displays various information for the crew of train 10. The display unit 40 displays various information regarding the operation of train 10 under the control of the train information management device 30. The display unit 40 may also obtain and display the aforementioned determination results from the train information management device 30. This allows the crew of train 10 to understand the congestion status of train 10.

[0015] The ground equipment 60 includes a ground antenna 61, a base station 62, and a central device 63. The base station 62 performs wireless communication with the train 10 via the ground antenna 61. The base station 62 and the ground antenna 61 are installed on the ground. Although the description is simplified in FIG. 1, the ground equipment 60 actually includes a plurality of base stations 62 and a plurality of ground antennas 61. The train 10 performs handover as it moves and changes the connected base station 62. Since the method for the train 10 to perform handover from one base station 62 to another base station 62 can be a general method, detailed description thereof is omitted. The central device 63 is installed on the ground and outputs the information received by the base station 62 to the display device 50. Further, the central device 63 performs control to transmit, that is, transfer, the information acquired from a certain train 10 to other trains 10.

[0016] The display device 50 displays the determination result of the occupancy of each vehicle of the train 10 received from the ground equipment 60. The display device 50 is, for example, a terminal device 51 held by a person waiting at the station for the arrival of the train 10 on which the train information management device 30 is mounted, or a display board 52 installed at the station and displaying information about the train 10 arriving at the station. The display device 50 may be only the terminal device 51, or only the display board 52, or both the terminal device 51 and the display board 52. The display device 50 is at least one of the terminal device 51 and the display board 52.

[0017] When the display device 50 is the terminal device 51, the central device 63 of the ground facility 60 may transmit the determination result to the wireless LAN (Local Area Network) access point installed in the station by wired communication, or may directly transmit the determination result to the terminal device 51 by wireless communication using the base station 62 and the ground antenna 61. When using the wireless LAN access point, the wireless LAN access point finally transmits the determination result to the terminal device 51 by wireless communication. When the display device 50 is the display panel 52, the central device 63 of the ground facility 60 may transmit the determination result to the display panel 52 installed in the station by wired communication, or may directly transmit the determination result to the display panel 52 by wireless communication using the base station 62 and the ground antenna 61. For the communication between the ground facility 60 and the display device 50, a dedicated network or the Internet may be used.

[0018] In the example of FIG. 1, the case where the train information management device 30 of the train 10 transmits the determination result of the occupancy of each vehicle of the train 10 to the display device 50 via the ground facility 60 has been described, but it is not limited thereto. When a configuration corresponding to the central device 63 exists on a cloud service not shown, the train information management device 30 of the train 10 may transmit the determination result of the occupancy of each vehicle of the train 10 to the display device 50 via a cloud service not shown.

[0019] Next, the configuration and operation of the train information management device 30 will be described. FIG. 2 is a diagram showing a configuration example of the train information management device 30 according to the first embodiment. The train information management device 30 includes an assumed weight calculation unit 31, a boarding number calculation unit 32, an occupancy determination unit 33, and a communication unit 34. FIG. 3 is a flowchart showing the operation of the train information management device 30 according to the first embodiment.

[0020] The assumed weight calculation unit 31 calculates the assumed weight per person in the reserved seat cars of train 10, where the number of passengers is known. Generally, passengers on train 10 wear more clothing in the cold winter months than in the hot summer months, so the weight per passenger, including clothing, is inevitably heavier in winter than in summer. Some trains used for commuting to work or school have reserved seat cars where passengers are assigned seats. For such reserved seat cars, the exact number of passengers can be determined from the number of reserved seat tickets sold. Therefore, the assumed weight per person in a reserved seat car can be calculated as shown in equation (1).

[0021] Estimated weight [kg] = (Air spring pressure [kPa] of a vehicle with known passenger capacity - Air spring pressure [kPa] of an empty vehicle) / (Number of passengers [people]) × 1 / (K [kPa / kg]) ... (1)

[0022] In Embodiment 1, each car of the train 10 is equipped with an AS, or air spring, at the bottom of the passenger compartment. In equation (1), K is the AS pressure per 1 kg of vehicle weight, i.e., a defined air spring pressure coefficient. Since the AS pressure of a car for which the number of passengers is known is a fluctuating value, the assumed weight calculation unit 31 may use the average value of multiple sampled detection values, i.e., the AS pressure. The pattern in which the assumed weight calculation unit 31 acquires multiple AS pressures may be the same as or different from the pattern in which the passenger capacity calculation unit 32, described later, acquires multiple AS pressures. The assumed weight calculation unit 31 can improve the accuracy of the assumed weight calculation by using the average value of multiple sampled detection values. The AS pressure of an empty car is a fixed value that does not fluctuate with the number of passengers. As a result, the assumed weight calculation unit 31 can accurately calculate the assumed weight per person riding in the train 10. The assumed weight calculation unit 31 stores information on the AS pressure and K of the empty car in advance. The estimated weight calculation unit 31 obtains the AS pressure of a train whose number of passengers is known from the train information management device 30, which collects measured values ​​from various sensors. The estimated weight calculation unit 31 also obtains the number of passengers from ground equipment 60, etc.

[0023] The assumed weight calculation unit 31 calculates the assumed weight per person on train 10 at a time that is appropriate for each day train 10 is in operation. For example, if calculation is possible at the time of the first operation of the day train 10 is in operation, the assumed weight per person on train 10 is calculated at the time of the first operation. In other words, the assumed weight calculation unit 31 calculates the assumed weight per person on train 10 at least once a day. However, it is possible that no reserved seating cars are set on train 10 during its first operation. Therefore, the assumed weight calculation unit 31 may use the previously calculated assumed weight per person on train 10 until reserved seating cars are set on train 10, and then calculate the assumed weight per person on train 10 when reserved seating cars are set on train 10 and update the assumed weight to be used. In such a case, the assumed weight calculation unit 31 will retain the previously calculated assumed weight information until a new assumed weight is calculated and updated.

[0024] In addition, train 10, which is used for commuting to work and school and consists only of standard cars with long seats, does not have reserved seating cars. Therefore, the assumed weight calculation unit 31 of the train information management device 30 installed in train 10, which does not have reserved seating cars, will use the assumed weight calculated by the assumed weight calculation unit 31 of the train information management device 30 installed in other trains 10. The other trains 10 here refer to trains 10 that have reserved seating cars. This is because the assumed weight per person riding in train 10 is considered to be the same whether or not a train 10 has reserved seating cars.

[0025] For example, the estimated weight calculation unit 31 of the train information management device 30 installed in train 10 with reserved seating cars transmits the estimated weight calculated by the device to the ground equipment 60 via the communication unit 34. The central unit 63 of the ground equipment 60 controls the transmission of the estimated weight, which has been transmitted from the train information management device 30 installed in train 10 with reserved seating cars and received by the base station 62 via the ground antenna 61, from the base station 62 via the ground antenna 61 to the train information management device 30 installed in train 10 without reserved seating cars. The estimated weight calculation unit 31 of the train information management device 30 installed in train 10 without reserved seating cars obtains the estimated weight calculated by the train information management device 30 installed in other trains 10 via the ground equipment 60 from the communication unit 34. Even in this case, the estimated weight calculation unit 31 obtains the estimated weight per person riding in train 10 at least once a day. As a result, the train information management device 30 can obtain and use the estimated weight regardless of the operation of train 10.

[0026] Thus, if the estimated weight calculation unit 31 is able to calculate the estimated weight (step S11: Yes), it calculates the estimated weight (step S12). If the estimated weight calculation unit 31 is unable to calculate the estimated weight (step S11: No), it obtains the estimated weight from the estimated weight calculation unit 31 of the train information management device 30 installed on another train 10 via the ground equipment 60 (step S13). The estimated weight calculation unit 31 outputs the estimated weight it has calculated or obtained to the passenger count calculation unit 32.

[0027] The passenger capacity calculation unit 32 obtains the assumed weight from the assumed weight calculation unit 31. The passenger capacity calculation unit 32 calculates the number of passengers in each car of the train 10 using the detected value and assumed weight for each car of the train 10, which are values ​​corresponding to the number of passengers (step S14). As described above, in Embodiment 1, each car of the train 10 has an AS, i.e., an air spring, installed at the bottom of the passenger compartment. That is, in Embodiment 1, the detected value is the air spring pressure applied to the passenger compartment of each car of the train 10, i.e., the AS pressure. First, the passenger capacity calculation unit 32 calculates the occupancy rate of each car of the train 10 using the difference between the first AS pressure, which is the first air spring pressure when there are people in the car, and the second AS pressure, which is the second air spring pressure when there are no people in the car, the capacity of each car of the train 10, the assumed weight, and the defined air spring pressure coefficient K. The occupancy rate of each car of the train 10 can be calculated as shown in equation (2).

[0028] Occupancy rate [%] = (Current AS pressure of the vehicle [kPa] - AS pressure of the vehicle when empty [kPa]) / (Vehicle capacity [persons] × assumed weight [kg] × k[kPa / kg]) ... (2)

[0029] The current AS pressure of the vehicle in equation (2) corresponds to the first AS pressure, which is the first air spring pressure mentioned above, and the AS pressure of the empty vehicle in equation (2) corresponds to the second AS pressure, which is the second air spring pressure mentioned above. The capacity of each vehicle in train 10 differs depending on the equipment of each vehicle, even if they are all vehicles that make up the same train 10, such as the number of doors, the presence or absence of a driver's cab, the presence or absence of a toilet, and the seating arrangement. Therefore, the passenger occupancy calculation unit 32 calculates the occupancy rate for each vehicle in train 10. The passenger occupancy calculation unit 32 also stores in advance the AS pressure of the empty vehicle, the capacity of the vehicle, and information on K. The passenger occupancy calculation unit 32 may obtain the current AS pressure of the vehicle directly from a sensor that measures AS pressure, or it may obtain it through a configuration in the train information management device 30 that collects measured values ​​from various sensors.

[0030] Next, the passenger count calculation unit 32 calculates the number of passengers in each car of train 10 using the capacity of each car of train 10 and the occupancy rate of each car of train 10. The number of passengers in each car of train 10 can be calculated as shown in equation (3).

[0031] Number of passengers in the vehicle [persons] = Vehicle capacity [persons] × Occupancy rate [%] = (Current AS pressure of the vehicle [kPa] - AS pressure of the vehicle when empty [kPa]) / (Estimated weight [kg] × K [kPa / kg]) ... (3)

[0032] Here, the AS pressure of the vehicles detected by train 10 may fluctuate due to the movement of the vehicles when train 10 is in motion, or when passengers are getting on or off while train 10 is stopped at a station. Therefore, the passenger count calculation unit 32 acquires the current AS pressure of the vehicles, which is the detected value, at a predetermined period from the time all the doors of train 10 are closed when train 10 departs from a station until a predetermined period has elapsed, or from the time train 10 departs from a station until it reaches a predetermined speed. The passenger count calculation unit 32 may use the average value of the acquired current AS pressure of the vehicles to calculate the number of passengers in each vehicle of train 10. The predetermined period is, for example, 5 seconds. The predetermined speed is, for example, 1 [km / h]. The predetermined period is, for example, every 500 ms. This allows the passenger count calculation unit 32 to improve the accuracy of calculating the number of passengers in each vehicle of train 10. The passenger count calculation unit 32 outputs the number of passengers in each car of the train 10, calculated by the unit, to the vacancy status determination unit 33.

[0033] The vacancy determination unit 33 obtains the number of passengers in each car of train 10 from the passenger count calculation unit 32. The vacancy determination unit 33 compares the number of passengers in each car of train 10 with the number of seats in each car of train 10 to determine whether there are vacant seats in each car of train 10 (step S15). For a given car, the vacancy determination unit 33 determines that there are vacant seats if the number of passengers < the number of seats, and determines that there are no vacant seats if the number of passengers ≥ the number of seats. The vacancy determination unit 33 performs the same determination for all cars of train 10. The vacancy determination unit 33 also stores information on the capacity of each car in advance. The vacancy determination unit 33 outputs the result of the determination of whether there are vacant seats in each car of train 10 to the communication unit 34.

[0034] The communication unit 34 obtains the seat availability determination result for each car of the train 10 from the seat availability determination unit 33. The communication unit 34 transmits the seat availability determination result for each car of the train 10, as determined by the seat availability determination unit 33, to the ground equipment 60 (step S16). Although not shown in the diagram, as described above, when the communication unit 34 obtains the assumed weight from the assumed weight calculation unit 31, it transmits the obtained assumed weight to the ground equipment 60. Also, when the communication unit 34 receives the assumed weight from the ground equipment 60, it outputs the received assumed weight to the assumed weight calculation unit 31.

[0035] In the train information management device 30, the assumed weight calculation unit 31 pre-stores information on the AS pressure and K of an empty train, the passenger capacity calculation unit 32 stores information on the AS pressure, capacity, and K of an empty train, and the vacancy determination unit 33 stores information on the capacity of an empty train, but the device is not limited to this. The train information management device 30 may also include a storage unit for storing information used in multiple configurations. The storage unit may store information used in multiple configurations as well as information used in only one configuration. This allows personnel responsible for maintenance of the train 10 to easily update the necessary information in the train information management device 30.

[0036] Figure 4 is a flowchart illustrating the operation of the ground equipment 60 according to Embodiment 1. As mentioned above, the main operation of the ground equipment 60 is primarily carried out by the central device 63, but for the sake of simplicity, the ground equipment 60 will be described as the main operation here. If the ground equipment 60 obtains a judgment result from the train 10 (Step S21: Yes), it outputs the obtained judgment result to the display device 50 (Step S22). If the ground equipment 60 does not obtain a judgment result from the train 10 (Step S21: No) but obtains the assumed weight from the train 10 (Step S23: Yes), it transmits the obtained assumed weight to another train 10 other than the train 10 that transmitted the assumed weight (Step S24). If the ground equipment 60 has not obtained the assumed weight from the train 10 (Step S23: No), it terminates its operation. As mentioned above, if a configuration equivalent to the central device 63 exists on a cloud service (not shown), the operation shown in Figure 4 will be performed on the cloud service.

[0037] Furthermore, in the operation of step S24, if the ground equipment 60 transmits the assumed weight to a train 10 other than the train 10 that transmitted the assumed weight, it will also transmit the assumed weight to trains 10 that are capable of calculating the assumed weight. For this reason, the ground equipment 60 may pre-register trains 10 that are not capable of calculating the assumed weight and transmit the assumed weight only to the registered trains 10. Alternatively, if the train information management device 30, which is capable of calculating the assumed weight, receives the assumed weight from the ground equipment 60, it may discard the received assumed weight, or it may use the average of the assumed weight calculated and the received assumed weight as the assumed weight. If the train information management device 30 is unable to calculate the assumed weight and has received the assumed weight multiple times from the ground equipment 60, it may use the assumed weight received first and discard the assumed weight received from the second time onward, or it may use the average of the assumed weights received multiple times as the assumed weight.

[0038] Figure 5 is a flowchart showing the operation of the display device 50 according to Embodiment 1. When the display device 50 obtains a determination result from the ground equipment 60 (step S31), it displays the determination result (step S32). Figure 6 is a diagram showing an example of the display of the determination result by the display device 50 according to Embodiment 1. The display device 50 displays the determination result in a table format, for example, "Car 1: Seats available", "Car 2: No seats available", ..., "Car 9: No seats available", "Car 10: Seats available". The display device 50 may represent the "seats available" and "no seats available" parts with ○ and ×, or it may not have a column for seat availability and may change the display color of "Car 1", "Car 2", etc. depending on whether there are seats available or not. The display device 50 may display only the vehicles determined to have seats available and not display vehicles determined to have no seats available.

[0039] The display device 50 may display the determination result for at least the next train 10 to arrive at the station, and may also display the determination result for trains 10 that will arrive after the next train 10. For example, if train 10 is operated as an express or rapid train, has few stops, and the intervals between stops are long, and multiple trains 10 are located between the previous stop and the next stop, the display device 50 will display the determination results for multiple trains 10 if it has been able to obtain determination results for multiple trains 10. This allows a person waiting for train 10 at the station to check the determination results for multiple trains 10. For example, if there are no seats available in the next train 10, but there are seats available in the train 10 that arrives after that, they can choose not to board the next train 10 and instead board the train that arrives after that.

[0040] Next, the hardware configuration of the train car seat vacancy detection system 1 will be described. In the train car seat vacancy detection system 1, the display device 50 is a terminal device that can be carried by passengers riding the train 10, or an electronic display board installed at a station. The communication unit 34 of the train information management device 30 is a communication device that can communicate with the ground equipment 60. In the train information management device 30, the assumed weight calculation unit 31, the number of passengers calculation unit 32, and the seat vacancy determination unit 33 are implemented by processing circuits. The processing circuits may be a processor and memory that executes a program stored in memory, or they may be dedicated hardware.

[0041] Figure 7 shows an example of a case where the processing circuit 90 that implements the vehicle vacancy detection system 1 according to Embodiment 1 is configured with a processor 91 and a memory 92. When the processing circuit 90 is configured with a processor 91 and a memory 92, each function of the processing circuit 90 of the vehicle vacancy detection system 1 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit 90, each function is realized by the processor 91 reading and executing the program stored in the memory 92. In other words, the processing circuit 90 is equipped with a memory 92 for storing programs that will ultimately execute the processing of the vehicle vacancy detection system 1. Furthermore, these programs can be said to cause the computer to execute the procedures and methods of the vehicle vacancy detection system 1.

[0042] The above program can also be described as a program that causes the vehicle seat vacancy detection system 1 to execute the following steps: first, the assumed weight calculation unit 31 calculates the assumed weight per person in a reserved seat vehicle where the number of passengers is known; second, the number of passengers calculation unit 32 calculates the number of passengers in each car of the train 10 using the detected values ​​and assumed weights for each car of the train 10, which correspond to the number of passengers; third, the vacancy status determination unit 33 compares the number of passengers in each car of the train 10 with the number of seats in each car of the train 10 to determine whether there are vacant seats in each car; and fourth, the communication unit 34 transmits the determination result of whether there are vacant seats in each car of the train 10, as determined by the vacancy status determination unit 33, to the ground equipment 60.

[0043] Here, the processor 91 may be a CPU (Central Processing Unit), processing unit, arithmetic unit, microprocessor, microcomputer, or DSP (Digital Signal Processor), etc. The memory 92 may be, for example, a non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), EEPROM (Registered Trademark) (Electrically EPROM), magnetic disk, flexible disk, optical disk, compact disk, minidisc, or DVD (Digital Versatile Disc).

[0044] Figure 8 shows an example of a case where the processing circuit 93 that implements the vehicle vacancy detection system 1 according to Embodiment 1 is configured with dedicated hardware. When the processing circuit 93 is configured with dedicated hardware, the processing circuit 93 shown in Figure 8 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each function of the vehicle vacancy detection system 1 may be implemented by the processing circuit 93 separately for each function, or each function may be implemented together by the processing circuit 93.

[0045] Furthermore, some of the functions of the vehicle vacant seat detection system 1 may be implemented using dedicated hardware, while others may be implemented using software or firmware. In this way, the processing circuit can implement the above-mentioned functions using dedicated hardware, software, firmware, or a combination thereof.

[0046] As described above, according to this embodiment, in the vehicle seat vacancy detection system 1, the train information management device 30 calculates the estimated weight in a reserved seat car where the number of passengers is known, calculates the number of passengers in each car of train 10 using the detected AS pressure and estimated weight values ​​for each car of train 10 which correspond to the number of passengers, compares the number of passengers in each car of train 10 with the number of seats in each car of train 10 to determine whether there are vacant seats in each car of train 10, and transmits the determination result to the display device 50 via the ground equipment 60. The display device 50 then displays the determination result of whether there are vacant seats in each car of train 10. As a result, a person waiting for the arrival of train 10 at a station, who checks the determination result on the display device 50 and intends to board train 10, can board a car with vacant seats on train 10. In this way, the vehicle seat vacancy detection system 1 can improve passenger convenience.

[0047] The train information management device 30 can improve the accuracy of determining whether there are vacant seats in each car of train 10 by calculating the assumed weight. Furthermore, the train information management device 30 can further improve the accuracy of determining whether there are vacant seats in each car of train 10 by using the average value of the detected AS pressure when calculating the assumed weight and when calculating the number of passengers in each car of train 10.

[0048] In the train information management device 30, the vacancy determination unit 33 outputs the result of comparing the number of passengers in each car of train 10 with the number of seats in each car of train 10 as the determination result, but is not limited to this. For example, if the vacancy determination unit 33 determines that there are vacancies in a certain car because the number of passengers < the number of seats, it may output the determination result with the number of vacancies added, such as "number of seats - number of passengers = number of vacancies". In this case, the display device 50 will also display the number of vacancies for cars with vacancies as part of the determination result. This allows the car vacancy detection system 1 to guide passengers to cars with many vacancies, further improving passenger convenience.

[0049] Embodiment 2. In Embodiment 1, the detected value handled by the train information management device 30 was the air spring pressure applied to the passenger compartment of each car of the train 10, i.e., the AS pressure. Embodiment 2 describes a case where a different detected value from that of Embodiment 1 is handled.

[0050] In Embodiment 2, the configuration of the vehicle vacancy detection system 1 is the same as that of the vehicle vacancy detection system 1 in Embodiment 1 shown in Figure 1. Also, in Embodiment 2, the configuration of the train information management device 30 is the same as that of the train information management device 30 in Embodiment 1 shown in Figure 2. In Embodiment 2, the operations of the train information management device 30 in Embodiment 1 shown in the flowchart of Figure 3 differ, specifically in the calculation of the assumed weight (step S12) and the calculation of the number of passengers in each car of the train 10 (step S14).

[0051] In Embodiment 2, each car of the train 10 is equipped with a sensor at the bottom of the passenger compartment that measures the weight including the passenger compartment. That is, in Embodiment 2, the detected value is the body weight, which represents the weight including the passenger compartment for each car of the train 10. In this case, the assumed weight calculation unit 31 can calculate the assumed weight per person riding in a reserved seat car as shown in equation (4).

[0052] Estimated weight [kg] = (Vehicle weight with known passenger count [kg] - Vehicle weight when empty [kg]) / (Number of passengers [persons]) ... (4)

[0053] The estimated weight calculation unit 31 may use the average value of multiple sampled detection values, since the vehicle weight of a vehicle with known passenger numbers is a variable value. The pattern in which the estimated weight calculation unit 31 acquires multiple vehicle weights may be the same as, or different from, the pattern in which the passenger number calculation unit 32, described later, acquires multiple vehicle weights. By using the average value of multiple sampled detection values, the estimated weight calculation unit 31 can improve the accuracy of the estimated weight calculation.

[0054] The passenger capacity calculation unit 32 calculates the number of passengers in each car of the train 10 using the difference between the first car body weight when people are in the car and the second car body weight when people are not in the car, and the assumed weight. The number of passengers in each car of the train 10 can be calculated as shown in equation (5).

[0055] Number of passengers in the vehicle [people] = (Current vehicle weight [kg] - Vehicle weight when empty [kg]) / (Estimated weight [kg]) ... (5)

[0056] The current vehicle weight of the vehicle in equation (5) corresponds to the first vehicle weight mentioned above, and the vehicle weight of the empty vehicle in equation (5) corresponds to the second vehicle weight mentioned above. Thus, unlike in embodiment 1, in embodiment 2 the passenger count calculation unit 32 can calculate the number of passengers in each car of train 10 without calculating the occupancy rate of each car of train 10.

[0057] Here, the vehicle weight of the train 10 detected may fluctuate due to the shaking of the train when the train 10 is in motion, or when passengers are getting on or off while the train 10 is stopped at a station. Therefore, the passenger count calculation unit 32 acquires the current vehicle weight, which is the detected value, at a predetermined period from the time all the doors of the train 10 are closed when the train 10 departs from a station until a predetermined period has elapsed, or from the time the train 10 departs from a station until it reaches a predetermined speed. The passenger count calculation unit 32 may use the average value of the current vehicle weight, which is the acquired detected value, to calculate the number of passengers in each car of the train 10. The predetermined period is, for example, 5 seconds. The predetermined speed is, for example, 1 [km / h]. The predetermined period is, for example, every 500 ms. This allows the passenger count calculation unit 32 to improve the accuracy of calculating the number of passengers in each car of the train 10.

[0058] As described above, according to this embodiment, the train information management device 30 uses the body weight of each car of the train 10 as the detection value. In this case as well, the car vacancy detection system 1 can obtain the same effects as in Embodiment 1.

[0059] The configurations shown in the above embodiments are merely examples, and it is possible to combine them with other known technologies, combine different embodiments, and omit or modify parts of the configuration without departing from the gist of the invention. The various aspects of this disclosure are summarized below as an appendix. (Note 1) A train information management device installed on a train, A unit that calculates the estimated weight per person in a reserved seating car where the number of passengers is known, A passenger count calculation unit calculates the number of passengers in each car of the train using the detected values ​​for each car of the train, which are values ​​corresponding to the number of passengers, and the assumed weight, A seat availability determination unit compares the number of passengers in each car of the aforementioned train with the number of seats in each car of the aforementioned train to determine whether or not there are empty seats in each car. A communication unit that transmits the determination results of whether each car of the train has available seats, as determined by the seat availability determination unit, to ground equipment, A train information management device characterized by being equipped with the following features. (Note 2) The detected value is the air spring pressure applied to the passenger compartment of each car of the train. The passenger capacity calculation unit calculates the occupancy rate for each car of the train using the difference between the first air spring pressure when a person is in the car and the second air spring pressure when no one is in the car, the capacity of each car of the train, the assumed weight, and a defined air spring pressure coefficient, and calculates the number of passengers for each car of the train using the capacity of each car of the train and the occupancy rate of each car of the train. The train information management device described in Appendix 1, characterized by the features described herein. (Note 3) The detected value is the vehicle weight, which includes the passenger compartment portion of each car of the train. The passenger capacity calculation unit calculates the number of passengers for each car of the train using the difference between the first car body weight when there are passengers in the car and the second car body weight when there are no passengers in the car, and the assumed weight. The train information management device described in Appendix 1, characterized by the features described herein. (Note 4) The passenger count calculation unit acquires the detected values ​​at a predetermined interval from the time a predetermined period elapses after all the doors of the train have closed when the train departs the station, or from the time the train departs the station until it reaches a predetermined speed, and uses the average value of the acquired detected values ​​to calculate the number of passengers in each car of the train. A train information management device as described in any one of the appendices 1 to 3, characterized by the above. (Note 5) The assumed weight calculation unit transmits the assumed weight obtained through the calculation from the communication unit to the ground equipment. A train information management device as described in any one of the appendices 1 to 4, characterized by the above. (Note 6) The assumed weight calculation unit obtains the assumed weight calculated by a train information management device installed on another train from the communication unit via the ground equipment. A train information management device as described in any one of the appendices 1 to 4, characterized by the above. (Note 7) A train information management device described in any one of the appendices 1 to 6, A display device that shows the results of the determination of whether there are vacant seats in each train car received from ground equipment, A vehicle vacancy detection system characterized by comprising the following features. (Note 8) The display device is at least one of the following: a terminal device held by a person waiting at a station for the arrival of a train equipped with the train information management device; and a display panel installed at the station that displays information about the train arriving at the station. The vehicle vacant seat detection system described in Appendix 7, characterized by the features described herein. (Note 9) A method for detecting vacant seats in a train car, comprising a train information management device installed in a train, The first step involves the estimated weight calculation unit calculating the estimated weight per person in a reserved seat vehicle where the number of passengers is known, A second step in which the passenger count calculation unit calculates the number of passengers in each car of the train using the detected values ​​for each car of the train, which correspond to the number of passengers, and the assumed weight, A third step involves a seat availability determination unit comparing the number of passengers in each car of the train with the number of seats in each car of the train to determine whether there are vacant seats in each car. A fourth step in which the communications unit transmits the determination result of whether each car of the train has available seats, as determined by the seat availability determination unit, to the ground equipment, A vehicle vacancy detection method characterized by including the following: (Note 10) The detected value is the air spring pressure applied to the passenger compartment of each car of the train. In the second step described above, the passenger capacity calculation unit calculates the occupancy rate for each car of the train using the difference between the first air spring pressure when a person is in the car and the second air spring pressure when no one is in the car, the capacity of each car of the train, the assumed weight, and a defined air spring pressure coefficient, and calculates the number of passengers in each car of the train using the capacity of each car of the train and the occupancy rate of each car of the train. The vehicle vacancy detection method according to Appendix 9, characterized by the features described herein. (Note 11) The detected value is the vehicle weight, which includes the passenger compartment portion of each car of the train. In the second step described above, the passenger capacity calculation unit calculates the number of passengers for each car of the train using the difference between the first car body weight when there are passengers in the car and the second car body weight when there are no passengers in the car, and the assumed weight. The vehicle vacancy detection method according to Appendix 9, characterized by the features described herein. (Note 12) In the second step, the passenger count calculation unit acquires the detected values ​​at a predetermined interval from the time a predetermined period has elapsed after all the doors of the train have closed when the train departs the station, or from the time the train departs the station until it reaches a predetermined speed, and calculates the number of passengers in each car of the train using the average value of the acquired detected values. A vehicle vacancy detection method according to any one of the appendices 9 to 11, characterized by the features described herein. (Note 13) In the first step described above, the assumed weight calculation unit transmits the assumed weight obtained by the calculation from the communication unit to the ground equipment. A vehicle vacancy detection method according to any one of the appendices 9 to 12, characterized by the features described herein. (Note 14) In the first step described above, the assumed weight calculation unit obtains the assumed weight calculated by a train information management device installed on another train from the communication unit via the ground equipment. A vehicle vacancy detection method according to any one of the appendices 9 to 12, characterized by the features described herein. (Note 15) The fifth step is for the display device to display the result of the determination of whether there are vacant seats in each train car, received from the ground equipment. A vehicle vacancy detection method according to any one of appendices 9 to 14, characterized by including the following: [Explanation of Symbols]

[0060] 1 Vehicle vacancy detection system, 10 Train, 20 Onboard equipment, 21 Onboard antenna, 22 Public network, 23 Onboard server, 30 Train information management device, 31 Estimated weight calculation unit, 32 Passenger count calculation unit, 33 Vacancy determination unit, 34 Communication unit, 40 Display unit, 50 Display device, 51 Terminal device, 52 Display panel, 60 Ground equipment, 61 Ground antenna, 62 Base station, 63 Central unit, 90, 93 Processing circuits, 91 Processor, 92 Memory.

Claims

1. A train information management device installed on a train, A unit that calculates the estimated weight per person in a reserved seating car where the number of passengers is known, A passenger count calculation unit calculates the number of passengers in each car of the train using the detected value, which is set in the lower part of the passenger compartment of each car of the train and corresponds to the number of passengers, and the assumed weight. A seat availability determination unit compares the number of passengers in each car of the aforementioned train with the number of seats in each car of the aforementioned train to determine whether or not there are empty seats in each car. A communication unit that transmits the determination results of whether each car of the train has available seats, as determined by the seat availability determination unit, to ground equipment, Equipped with, The assumed weight calculation unit, if no reserved seat cars are set for the first operation of the train on a day when the train is in service, uses the assumed weight calculated in the previous calculation until no reserved seat cars are set for the train. A train information management device characterized by the following features.

2. The detected value is the air spring pressure applied to the passenger compartment of each car of the train. The passenger capacity calculation unit calculates the occupancy rate for each car of the train using the difference between the first air spring pressure when a person is in the car and the second air spring pressure when no one is in the car, the capacity of each car of the train, the assumed weight, and a defined air spring pressure coefficient, and calculates the number of passengers for each car of the train using the capacity of each car of the train and the occupancy rate of each car of the train. The train information management device according to claim 1, characterized in that it is a train information management device.

3. The detected value is the vehicle weight, which includes the passenger compartment portion of each car of the train. The passenger capacity calculation unit calculates the number of passengers for each car of the train using the difference between the first car body weight when there are passengers in the car and the second car body weight when there are no passengers in the car, and the assumed weight. The train information management device according to claim 1, characterized in that it is a train information management device.

4. The passenger count calculation unit acquires the detected values ​​at a predetermined interval from the time a predetermined period elapses after all the doors of the train have closed when the train departs the station, or from the time the train departs the station until it reaches a predetermined speed, and uses the average value of the acquired detected values ​​to calculate the number of passengers in each car of the train. The train information management device according to claim 1, characterized in that it is a train information management device.

5. The assumed weight calculation unit transmits the assumed weight obtained through the calculation from the communication unit to the ground equipment. The train information management device according to claim 1, characterized in that it is a train information management device.

6. The assumed weight calculation unit obtains the assumed weight calculated by a train information management device installed on another train from the communication unit via the ground equipment. The train information management device according to claim 1, characterized in that it is a train information management device.

7. A train information management device according to any one of claims 1 to 6, A display device that shows the results of the determination of whether there are vacant seats in each train car received from ground equipment, A vehicle vacancy detection system characterized by comprising the following features.

8. The display device is at least one of the following: a terminal device held by a person waiting at a station for the arrival of a train equipped with the train information management device; and a display panel installed at the station that displays information about the train arriving at the station. The vehicle vacant seat detection system according to feature 7.

9. A method for detecting vacant seats in a train car, comprising a train information management device installed in a train, The first step involves the estimated weight calculation unit calculating the estimated weight per person in a reserved seat vehicle where the number of passengers is known, The passenger count calculation unit calculates the number of passengers in each car of the train using the detected value, which is set in the lower part of the passenger compartment of each car of the train and corresponds to the number of passengers, and the assumed weight. A third step involves a seat availability determination unit comparing the number of passengers in each car of the train with the number of seats in each car of the train to determine whether there are vacant seats in each car. The fourth step is for the communications unit to transmit the determination result of whether each car of the train has available seats, as determined by the seat availability determination unit, to the ground equipment. Includes, In the first step described above, if the reserved seat car is not set for the first operation of the train on the day the train is in service, the previously calculated reserved weight is used until the reserved seat car is set for the train. A vehicle vacancy detection method characterized by the following features.

10. The detected value is the air spring pressure applied to the passenger compartment of each car of the train. In the second step described above, the passenger capacity calculation unit calculates the occupancy rate for each car of the train using the difference between the first air spring pressure when a person is in the car and the second air spring pressure when no one is in the car, the capacity of each car of the train, the assumed weight, and a defined air spring pressure coefficient, and then calculates the number of passengers in each car of the train using the capacity of each car of the train and the occupancy rate of each car of the train. The vehicle vacancy detection method according to feature 9.

11. The detected value is the vehicle weight, which includes the passenger compartment portion of each car of the train. In the second step described above, the passenger capacity calculation unit calculates the number of passengers for each car of the train using the difference between the first car body weight when there are passengers in the car and the second car body weight when there are no passengers in the car, and the assumed weight. The vehicle vacancy detection method according to feature 9.

12. In the second step, the passenger count calculation unit acquires the detected values ​​at a predetermined interval from the time a predetermined period has elapsed after all the doors of the train have closed when the train departs the station, or from the time the train departs the station until it reaches a predetermined speed, and calculates the number of passengers in each car of the train using the average value of the acquired detected values. The vehicle vacancy detection method according to feature 9.

13. In the first step described above, the assumed weight calculation unit transmits the assumed weight obtained by the calculation from the communication unit to the ground equipment. The vehicle vacancy detection method according to feature 9.

14. In the first step described above, the assumed weight calculation unit obtains the assumed weight calculated by a train information management device installed on another train from the communication unit via the ground equipment. The vehicle vacancy detection method according to feature 9.

15. The fifth step is for the display device to display the result of the determination of whether there are vacant seats in each train car, received from the ground equipment. A vehicle vacant seat detection method according to any one of 9 to 14, characterized by including the following.

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