Train information management device, vacant vehicle seat detection system, and vacant vehicle seat 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

Train information management device, vehicle vacant seat detection system, and vehicle vacant seat detection method

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

[0002] Conventionally, information about the occupancy rate of each train car is provided to passengers at the next station who are about to board the train, thereby allowing them to avoid boarding crowded cars and improving passenger convenience. For example, Patent Document 1 discloses a technology for a boarding status / disembarkation schedule guidance system that immediately calculates the occupancy rate after a passenger boards a station, calculates the number of passengers scheduled to disembark at the next station from boarding section information read from a ticket or commuter pass with an integrated circuit (IC) chip embedded therein carried by the passenger, and displays this information on a display device installed at the next station.

[0003] Japanese Patent Application Laid-Open No. 2005-75245

[0004] However, according to the above-mentioned conventional technology, a fixed value for the weight of each passenger is used when calculating the occupancy rate, specifically, "the average weight of Japanese people + the weight of decorations." However, the weight of decorations varies depending on the season. This causes errors in the accuracy of the calculation of the occupancy rate, which can result in errors in determining whether or not there are vacant seats on the train.

[0005] The present disclosure has been made in view of the above, and aims to provide a train information management device that can improve the accuracy of determining whether or not there are vacant seats in each car of a train.

[0006] In order to solve the above-mentioned problems and achieve the object, the present disclosure provides a train information management device to be mounted on a train, which is characterized by including: an estimated weight calculation unit that calculates an estimated weight per person riding in a reserved seat car whose number of passengers is known; a passenger number calculation unit that calculates the number of passengers in each car of the train using the detected value and the estimated weight for each car of the train, which is a value corresponding to the number of passengers; a seat vacancy 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 or not there are vacant seats in each car; and a communication unit that transmits the seat vacancy determination result for each car of the train determined by the seat vacancy determination unit to ground equipment.

[0007] The train information management device of the present disclosure has the effect of improving the accuracy of determining whether or not there are vacant seats in each car of a train.

[0008] FIG. 1 shows an example of the configuration of a vehicle vacancy detection system according to embodiment 1. FIG. 1 shows an example of the configuration of a train information management device according to embodiment 1. Flowchart showing the operation of the train information management device according to embodiment 1. Flowchart showing the operation of the ground equipment according to embodiment 1. Flowchart showing the operation of the display device according to embodiment 1. FIG. 1 shows an example of display of a determination result by the display device according to embodiment 1. FIG. 1 shows an example of a case where a processing circuit realizing the vehicle vacancy detection system according to embodiment 1 is configured with a processor and a memory. FIG. 1 shows an example of a case where a processing circuit realizing the vehicle vacancy detection system according to embodiment 1 is configured with dedicated hardware.

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A train information management device, a vehicle vacant seat detection system, and a vehicle vacant seat detection method according to embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0010] First Embodiment. FIG. 1 is a diagram illustrating an example of the configuration of a vehicle vacant seat detection system 1 according to a first embodiment. The vehicle vacant seat detection system 1 includes on-board equipment 20 mounted on a train 10 and a display device 50. Although the illustration in FIG. 1 is simplified, the on-board equipment 20 is also mounted on the preceding train 10 shown on the right side running from left to right in the figure, the following train 10 shown on the left side running from left to right in the figure, and the train 10 running from right to left in the figure, i.e., in the opposite direction to the two trains 10 mentioned above, all of which are shown on the right side. While the train 10 in the example in FIG. 1 is a two-car train, it may also be a train with three or more cars. The train 10 may also be a single car. The number of cars may vary from one train 10 to another.

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

[0012] The on-board antenna 21, the public line network 22, and the on-board server 23 are devices used when the train information management device 30 performs wireless communication with the wayside equipment 60 and the like. The on-board antenna 21, the public line network 22, and the on-board server 23 are general devices used for wireless communication between the ground vehicles of the train 10 and the wayside equipment 60, and therefore detailed explanations thereof will be omitted. For wireless communication between the ground vehicles of the train 10 and the wayside 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 the present embodiment, the train information management device 30 calculates the number of passengers in each car of the train 10, determines whether or not there are vacant seats in each car, and transmits the determination results to the wayside equipment 60. The wayside equipment 60 then transmits the determination results of the train information management device 30 regarding whether or not there are vacant seats in each car to the display device 50, and the display device 50 can display the determination results of the train information management device 30 regarding whether or not there are vacant seats in each car. In the example of FIG. 1 , two train information management devices 30 are installed on the train 10. However, the two train information management devices 30 may independently perform the above-described determination, or only one of the train information management devices 30 may perform the above-described determination. The following describes a case where one train information management device 30 performs the above-described determination. The detailed configuration and operation of the train information management device 30 will be described later.

[0014] The display 40 is installed in a driver's cab (not shown) of the train 10, and displays various information for the crew of the train 10. The display 40 displays various information related to the operation of the train 10 under the control of the train information management device 30. The display 40 may acquire and display the above-mentioned determination results by the train information management device 30 from the train information management device 30. This allows the crew of the train 10 to understand the congestion status of the train 10.

[0015] The wayside equipment 60 includes a ground antenna 61, a base station 62, and a central device 63. The base station 62 communicates wirelessly 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 illustration is simplified in FIG. 1 , the wayside equipment 60 actually includes multiple base stations 62 and multiple ground antennas 61. The train 10 performs handover as it moves and changes the base station 62 to which it is connected. Since a general method for the train 10 to perform handover from one base station 62 to another base station 62 can be used, a detailed description thereof will be omitted. The central device 63 is installed on the ground and outputs information received by the base station 62 to the display device 50. The central device 63 also controls the transmission, i.e., forwarding, of information acquired from one train 10 to another train 10.

[0016] The display device 50 displays the determination result of the availability of vacant seats in each car of the train 10 received from the wayside equipment 60. The display device 50 is, for example, a terminal device 51 held by a person waiting at a station for the arrival of the train 10 on which the train information management device 30 is installed, or a display board 52 installed at a station and displaying information about the train 10 arriving at the station. The display device 50 may be only the terminal device 51, 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 a terminal device 51, the central device 63 of the wayside equipment 60 may transmit the determination result to a wireless LAN (Local Area Network) access point installed in the station via wired communication, or may transmit the result wirelessly directly to the terminal device 51 using a base station 62 and a ground antenna 61. When a wireless LAN access point is used, the wireless LAN access point ultimately transmits the determination result to the terminal device 51 via wireless communication. When the display device 50 is a display board 52, the central device 63 of the wayside equipment 60 may transmit the determination result to a display board 52 installed in the station via wired communication, or may transmit the result wirelessly directly to the display board 52 using the base station 62 and a ground antenna 61. Communication between the wayside equipment 60 and the display device 50 may be performed using a dedicated network or the Internet.

[0018] 1 has been described as an example in which the train information management device 30 of the train 10 transmits the determination result of whether or not there are vacant seats in each car of the train 10 to the display device 50 via the ground equipment 60, but the present invention is not limited to this. If a configuration equivalent 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 whether or not there are vacant seats in each car of the train 10 to the display device 50 via the 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 an example configuration of the train information management device 30 according to the first embodiment. The train information management device 30 includes an estimated weight calculation unit 31, a number of passengers calculation unit 32, a vacant seat availability 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 estimated weight calculation unit 31 calculates the estimated weight of each passenger in a reserved seat car of the train 10, where the number of passengers is known. Generally, passengers on the train 10 wear more clothing in the cold winter than in the hot summer, so the weight of each passenger, including clothing, is inevitably heavier in the winter than in the summer. Some trains used for commuting to work or school have reserved seat cars in which passengers are assigned seats. For such reserved seat cars, the accurate number of passengers can be determined from the number of reserved seat tickets sold. Therefore, the estimated weight of each passenger in a reserved seat car can be calculated using equation (1).

[0021] Expected weight [kg] = (AS (Air Spring) pressure [kPa] of vehicle with known number of occupants - AS pressure [kPa] of empty vehicle) / (Number of occupants [people]) × 1 / (K [kPa / kg]) ... (1)

[0022] In the first embodiment, each car of the train 10 is assumed to have an AS (air spring), i.e., an air spring, installed beneath the passenger compartment. In equation (1), K is the AS pressure per 1 kg of vehicle weight, i.e., the specified air spring pressure coefficient. Because the AS pressure of a car whose passenger count is known is a variable value, the estimated body weight calculation unit 31 may use the average value of detected values ​​sampled multiple times, i.e., the AS pressure. The pattern in which the estimated body weight calculation unit 31 acquires multiple AS pressures may be the same as or different from the pattern in which the passenger count calculation unit 32, described below, acquires multiple AS pressures. By using the average value of detected values ​​sampled multiple times, the estimated body weight calculation unit 31 can improve the accuracy of the calculation of the estimated body weight. The AS pressure of an empty car is a fixed value that does not vary depending on the number of passengers. This allows the estimated body weight calculation unit 31 to accurately calculate the estimated weight per person riding on the train 10. The estimated body weight calculation unit 31 previously stores information on the AS pressure and K of the car when it is empty. The estimated weight calculation unit 31 acquires the AS pressure of a vehicle for which the number of passengers is known from a configuration that collects measurement values ​​from each sensor in the train information management device 30. The estimated weight calculation unit 31 also acquires the number of passengers from the wayside equipment 60, etc.

[0023] Regarding the timing for calculating the estimated weight per person of passengers on the train 10, the estimated weight calculation unit 31 calculates the estimated weight per person of passengers on the train 10, for example, for each day on which the train 10 is in operation, at the timing of the first operation of the day if calculation is possible. That is, the estimated weight calculation unit 31 calculates the estimated weight per person of passengers on the train 10 at least once a day. However, it is conceivable that a reserved seat car will not be set on the train 10 when the train 10 is first operated. Therefore, the estimated weight calculation unit 31 may use the previously calculated estimated weight per person of passengers on the train 10 until a reserved seat car is set on the train 10, and may update the estimated weight to be used by calculating the estimated weight per person of passengers on the train 10 when a reserved seat car is set on the train 10. In such a case, the estimated weight calculation unit 31 retains information on the previously calculated estimated weight until a new estimated weight is calculated and updated.

[0024] In addition, trains 10 that are used for commuting to work and school and are made up of only standard cars with long seats do not have reserved seat cars. Therefore, the estimated weight calculation unit 31 of the train information control device 30 installed on trains 10 that do not have reserved seat cars uses the estimated weight calculated by the estimated weight calculation unit 31 of the train information control device 30 installed on other trains 10. Here, other trains 10 refer to trains 10 that have reserved seat cars. This is because the estimated weight per person riding on the train 10 is considered to be the same whether the train 10 has reserved seat cars or not.

[0025] For example, the estimated weight calculation unit 31 of the train information management device 30 mounted on a train 10 with reserved seat cars transmits the calculated estimated weight from the communication unit 34 to the wayside equipment 60. The central device 63 of the wayside equipment 60 controls the transmission of the estimated weight, which is transmitted from the train information management device 30 mounted on a train 10 with reserved seat cars and received by the base station 62 via the ground antenna 61, from the base station 62 to the train information management device 30 mounted on a train 10 without reserved seat cars via the ground antenna 61. The estimated weight calculation unit 31 of the train information management device 30 mounted on a train 10 without reserved seat cars acquires the estimated weight calculated by the train information management device 30 mounted on another train 10 via the communication unit 34 and the wayside equipment 60. Even in this case, the estimated weight calculation unit 31 acquires the estimated weight of each person riding on the train 10 at least once a day. This allows the train information management device 30 to acquire and use the estimated weight regardless of the operation mode of the train 10.

[0026] In this way, if the estimated weight calculation unit 31 can calculate the estimated weight (step S11: Yes), it calculates the estimated weight (step S12). If the estimated weight calculation unit 31 cannot calculate the estimated weight (step S11: No), it acquires the estimated weight from the estimated weight calculation unit 31 of the train information management device 30 mounted on another train 10 via the wayside equipment 60 (step S13). The estimated weight calculation unit 31 outputs the estimated weight calculated or acquired to the number of passengers calculation unit 32.

[0027] The passenger number calculation unit 32 acquires the expected weight from the expected weight calculation unit 31. The passenger number calculation unit 32 calculates the number of passengers in each car of the train 10 using the detected values ​​for each car of the train 10, which correspond to the number of passengers, and the expected weight (step S14). As described above, in the first embodiment, each car of the train 10 is provided with an AS, i.e., an air spring, under the passenger compartment. That is, in the first embodiment, the detected values ​​are the air spring pressure, i.e., the AS pressure, applied to the passenger compartment of each car of the train 10. First, the passenger number calculation unit 32 calculates the passenger 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 passengers are present in the car, and the second AS pressure, which is the second air spring pressure when passengers are not present in the car, the capacity of each car of the train 10, the expected weight, and a specified air spring pressure coefficient K. The passenger occupancy rate of each car of the train 10 can be calculated using equation (2).

[0028] Occupancy rate [%] = (current AS pressure of vehicle [kPa] - AS pressure of vehicle when empty [kPa]) / (vehicle capacity [people] x expected body weight [kg] x 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 described above, and the AS pressure of the vehicle when the vehicle is empty in equation (2) corresponds to the second AS pressure, which is the second air spring pressure described above. The capacity of each vehicle in the train 10 varies depending on the facilities of each vehicle, even among vehicles that constitute the same train 10, such as the number of doors, whether or not a driver's seat is provided, whether or not a toilet is provided, and the seat arrangement. Therefore, the passenger number calculation unit 32 calculates the occupancy rate for each vehicle in the train 10. The passenger number calculation unit 32 previously stores information on the AS pressure of the vehicle when the vehicle is empty, the vehicle capacity, and K. The passenger number calculation unit 32 may obtain the current AS pressure of the vehicle directly from a sensor that measures AS pressure, or may obtain it via a configuration in the train information management device 30 that collects measurement values ​​from various sensors.

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

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

[0032] Here, the AS pressure of the vehicle detected by the train 10 may fluctuate due to the swaying of the vehicle when the train 10 is traveling 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 AS pressure of the vehicle, which is a detected value, at a specified interval, from when all doors of the train 10 are closed when the train 10 departs from a station until a specified period has elapsed, or from when the train 10 departs from a station until it reaches a specified speed. The passenger count calculation unit 32 may calculate the number of passengers in each vehicle of the train 10 using an average value of the acquired current AS pressure of the vehicle. The specified interval is, for example, 5 seconds. The specified speed is, for example, 1 km / h. The specified interval 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 the train 10. The passenger number calculation unit 32 outputs the calculated number of passengers in each car of the train 10 to the vacant seat availability determination unit 33.

[0033] The vacant seat determination unit 33 obtains the number of passengers in each car of the train 10 from the passenger number calculation unit 32. The vacant seat 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 of the train 10 (step S15). The vacant seat determination unit 33 determines that there are vacant seats in a certain car when the number of passengers is less than the number of seats, and determines that there are no vacant seats in a certain car when the number of passengers is greater than or equal to the number of seats. The vacant seat determination unit 33 makes the same determination for all cars of the train 10. Note that the vacant seat determination unit 33 stores information on the capacity of each car in advance. The vacant seat determination unit 33 outputs the determination result of whether there are vacant seats in each car of the train 10 to the communication unit 34.

[0034] The communication unit 34 acquires the determination result of the presence or absence of vacant seats in each car of the train 10 from the vacant seat determination unit 33. The communication unit 34 transmits the determination result of the presence or absence of vacant seats in each car of the train 10 determined by the vacant seat determination unit 33 to the wayside equipment 60 (step S16). Although not shown in the figure, as described above, when the communication unit 34 acquires the assumed weight from the assumed weight calculation unit 31, it transmits the acquired assumed weight to the wayside equipment 60. Furthermore, when the communication unit 34 receives the assumed weight from the wayside 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 previously stores information on the AS pressure and K of the vehicle when the vehicle is empty, the number of passengers calculation unit 32 stores information on the AS pressure, vehicle capacity, and K of the vehicle when the vehicle is empty, and the seat availability determination unit 33 stores information on the vehicle capacity, but this is not limited to this. The train information management device 30 may also include a memory unit for storing information used in multiple configurations. The memory unit may store information used in only one configuration in addition to information used in multiple configurations. This allows personnel performing maintenance on the train 10 to easily update the necessary information in the train information management device 30.

[0036] FIG. 4 is a flowchart showing the operation of the wayside equipment 60 according to the first embodiment. As described above, the central device 63 is the main subject of the operation of the wayside equipment 60. However, for simplicity, the following description will be focused on the wayside equipment 60. When the wayside equipment 60 acquires a determination result from the train 10 (step S21: Yes), it outputs the acquired determination result to the display device 50 (step S22). When the wayside equipment 60 does not acquire a determination result from the train 10 (step S21: No) but acquires an estimated weight from the train 10 (step S23: Yes), it transmits the acquired estimated weight to other trains 10 other than the train 10 that transmitted the estimated weight (step S24). When the wayside equipment 60 does not acquire an estimated weight from the train 10 (step S23: No), it terminates its operation. As described above, if a configuration corresponding to the central device 63 exists on a cloud service (not shown), the operation shown in FIG. 4 is performed by the cloud service.

[0037] In addition, when the wayside equipment 60 transmits the assumed weight to trains 10 other than the train 10 that transmitted the assumed weight in the operation of step S24, the wayside equipment 60 also transmits the assumed weight to trains 10 that can calculate the assumed weight. Therefore, the wayside equipment 60 may pre-register trains 10 that cannot calculate the assumed weight and transmit the assumed weight only to the registered trains 10. Alternatively, when the train information management device 30 that can calculate the assumed weight receives the assumed weight from the wayside equipment 60, it may discard the received assumed weight, or may use the average of the calculated estimated weight and the received estimated weight as the assumed weight. When the train information management device 30 cannot calculate the assumed weight and receives the assumed weight multiple times from the wayside equipment 60, it may use the first received estimated weight and discard the second or subsequent received estimated weights, or may use the average of the multiple received estimated weights as the assumed weight.

[0038] FIG. 5 is a flowchart showing the operation of the display device 50 according to the first embodiment. Upon receiving a determination result from the trackside equipment 60 (step S31), the display device 50 displays the determination result (step S32). FIG. 6 is a diagram showing an example of the display of the determination result by the display device 50 according to the first embodiment. The display device 50 displays the determination result in a table format, for example, such as "Car 1: Seats Available," "Car 2: Seats Unavailable," ..., "Car 9: Seats Unavailable," and "Car 10: Seats Available." The display device 50 may represent the seat availability and seat unavailability with a circle or an x, or may not provide a seat availability column and instead change the display color of "Car 1," "Car 2," etc. depending on whether or not a seat is available. The display device 50 may display only cars determined to have seats available and not cars determined to have seats unavailable.

[0039] The display device 50 may display the determination result for at least the next train 10 arriving at the station, and may also display the determination result for a train 10 arriving after the next train 10. For example, if the train 10 is operated as an express or rapid train, the train 10 stops at few stations, the intervals between the stations at which the train 10 stops are long, and multiple trains 10 are on the line between the previous stop and the next stop, the display device 50 displays the determination results for the multiple trains 10 that have been obtained. As a result, a person waiting for the arrival of the train 10 at the station can check the determination results for the multiple trains 10 and, for example, if there are no vacant seats in the car of the next arriving train 10 but there are vacant seats in the car of the train 10 after that, they can skip the next arriving train 10 and board the next arriving train 10 instead.

[0040] Next, a description will be given of the hardware configuration of the vacant train seat detection system 1. In the vacant train seat detection system 1, the display device 50 is a terminal device portable by passengers on the train 10, an electronic bulletin board installed at a station, or the like. The communication unit 34 of the train information management device 30 is a communication device capable of communicating with the wayside equipment 60. In the train information management device 30, the estimated weight calculation unit 31, the number of passengers calculation unit 32, and the vacant seat determination unit 33 are realized by processing circuits. The processing circuit may be a processor and memory that executes a program stored in memory, or may be dedicated hardware.

[0041] FIG. 7 is a diagram illustrating an example in which a processing circuit 90 that realizes the vacant vehicle seat detection system 1 according to the first embodiment is configured with a processor 91 and a memory 92. When the processing circuit 90 is configured with the processor 91 and the memory 92, each function of the processing circuit 90 of the vacant vehicle seat 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. The processing circuit 90 realizes each function by having the processor 91 read and execute the program stored in the memory 92. In other words, the processing circuit 90 includes the memory 92 for storing the program that results in the processing of the vacant vehicle seat detection system 1. It can also be said that these programs cause a computer to execute the procedures and methods of the vacant vehicle seat detection system 1.

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

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

[0044] 8 is a diagram showing an example in which the processing circuit 93 that realizes the vehicle vacant seat detection system 1 according to the first embodiment is configured with dedicated hardware. When the processing circuit 93 is configured with dedicated hardware, the processing circuit 93 shown in FIG. 8 corresponds to, 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 vacant seat detection system 1 may be realized by the processing circuit 93 individually, or all functions may be realized collectively by the processing circuit 93.

[0045] It should be noted that some of the functions of the vehicle vacant seat detection system 1 may be realized by dedicated hardware and some by software or firmware. In this way, the processing circuit can realize each of the above-described functions by dedicated hardware, software, firmware, or a combination of these.

[0046] As described above, according to this embodiment, in the vehicle vacancy detection system 1, the train information management device 30 calculates the expected weight for reserved seat cars, for which the number of passengers is known, calculates the number of passengers in each car of the train 10 using the AS pressure and expected weight, which are detected values ​​for each car of the train 10 and correspond to the number of passengers, compares the number of passengers in each car of the train 10 with the number of seats in each car of the train 10, determines whether or not there are vacant seats in each car of the train 10, and transmits the determination result to the display device 50 via the wayside equipment 60. The display device 50 then displays the determination result of whether or not there are vacant seats in each car of the train 10. As a result, a person waiting for the arrival of the train 10 at a station who checks the determination result on the display device 50 and intends to board the train 10 can board a car with vacant seats on the train 10. In this way, the vehicle vacancy detection system 1 can improve passenger convenience.

[0047] By calculating the expected weight, the train information management device 30 can improve the accuracy of determining whether or not there are vacant seats in each car of the train 10. Furthermore, when calculating the expected weight and the number of passengers in each car of the train 10, the train information management device 30 uses the average value of the AS pressure, which is a detected value, thereby further improving the accuracy of determining whether or not there are vacant seats in each car of the train 10.

[0048] In the train information management device 30, the seat availability 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 output the result of the determination, but this is not limited to this. For example, if the seat availability determination unit 33 determines that there are vacant seats in a certain car because the number of passengers is less than the number of seats, it may output the determination result together with information on the number of vacant seats, using the formula "number of seats - number of passengers = number of vacant seats." In this case, the display device 50 also displays information on the number of vacant seats for cars with vacant seats as the determination result. This allows the car seat availability detection system 1 to guide passengers to cars with more vacant seats, further improving passenger convenience.

[0049] Second Embodiment In the first embodiment, the detected value handled by the train information control device 30 was the air spring pressure, i.e., AS pressure, applied to the passenger compartment of each car of the train 10. In the second embodiment, a case will be described in which a detected value different from that in the first embodiment is handled.

[0050] In the second embodiment, the configuration of the vacant vehicle seat detection system 1 is the same as the configuration of the vacant vehicle seat detection system 1 in the first embodiment shown in Fig. 1. Furthermore, in the second embodiment, the configuration of the train information control device 30 is the same as the configuration of the train information control device 30 in the first embodiment shown in Fig. 2. In the second embodiment, among the operations of the train information control device 30 in the first embodiment shown in the flowchart of Fig. 3, the operations of calculating the expected weight (step S12) and calculating the number of passengers in each car of the train 10 (step S14) are different.

[0051] In the second embodiment, it is assumed that a sensor for measuring the weight including the passenger compartment is installed under the passenger compartment in each car of the train 10. That is, in the second embodiment, the detected value is the car body weight indicating the weight including the passenger compartment of each car of the train 10. In this case, the estimated weight calculation unit 31 can calculate the estimated weight per person riding in the reserved seat car as shown in equation (4).

[0052] Estimated weight [kg] = (weight [kg] of vehicle with known number of occupants - weight [kg] of empty vehicle) / (number of occupants [people]) (4)

[0053] Since the body weight of a vehicle for which the number of occupants is known is a variable value, the estimated body weight calculation unit 31 may use the average value of detection values ​​sampled multiple times. The pattern in which the estimated body weight calculation unit 31 acquires multiple body weights may be the same as or different from the pattern in which the number of occupants calculation unit 32, described below, acquires multiple body weights. By using the average value of detection values ​​sampled multiple times, the estimated body weight calculation unit 31 can improve the calculation accuracy of the estimated body weight.

[0054] The passenger number 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 passengers are in the car and the second car body weight when passengers are not in the car, and the assumed weight for each car of the train 10. The number of passengers in each car of the train 10 can be calculated as shown in Equation (5).

[0055] Number of passengers in vehicle [persons] = (current vehicle weight [kg] - empty vehicle weight [kg]) / (estimated body weight [kg]) (5)

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

[0057] Here, the vehicle body weight detected by the train 10 may fluctuate due to the swaying of the vehicle while the train 10 is traveling or while passengers are getting on and off while the train 10 is stopped at a station. Therefore, the passenger count calculation unit 32 acquires the current vehicle body weight, which is a detected value, at a specified interval, from when all doors of the train 10 are closed when the train 10 departs from a station until a specified period has elapsed, or from when the train 10 departs from a station until it reaches a specified speed. The passenger count calculation unit 32 may calculate the number of passengers in each vehicle of the train 10 using an average value of the acquired detected values ​​of the current vehicle body weight. The specified interval is, for example, 5 seconds. The specified speed is, for example, 1 km / h. The specified interval 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 the train 10.

[0058] As described above, according to this embodiment, the train information control device 30 uses the car body weight of each car of the train 10 as a detection value. Even in this case, the vacant car seat detection system 1 can obtain the same effects as in the first embodiment.

[0059] The configurations shown in the above embodiments are merely examples, and may be combined with other known technologies, or different embodiments may be combined with each other. It is also possible to omit or modify parts of the configurations as long as they do not deviate from the gist of the invention.

[0060] 1 Vehicle vacant seat detection system, 10 Train, 20 On-board equipment, 21 On-board antenna, 22 Public line network, 23 On-board server, 30 Train information management device, 31 Estimated weight calculation unit, 32 Number of passengers calculation unit, 33 Vacant seat presence determination unit, 34 Communication unit, 40 Display, 50 Display device, 51 Terminal device, 52 Display panel, 60 Ground equipment, 61 Ground antenna, 62 Base station, 63 Central device, 90, 93 Processing circuit, 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, A train information management device characterized by being equipped with 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. A vehicle vacancy detection method characterized by including the following:

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: