JP7740880B2 - Congestion information management system, congestion information management method and program - Google Patents

Description

The present invention relates to a congestion information management system, congestion information management method, and program that manage congestion information with consideration for universal design.

Until now, the need for congestion information has focused on high-density congestion in urban transport, such as during rush hour commutes and commute home times. However, due to newly emerging risks such as infectious diseases, interest is growing in indicators that have not previously been considered, such as social distancing and contact rates. As a result, there is a growing need for congestion information on moderate to low congestion conditions during normal times outside of rush hour. Furthermore, with the rise of work style reforms and new mobility services, there is a growing need not only for qualitative congestion trends that focus on steady-state pedestrian flows, but also for real-time congestion information that is useful for choosing flexible travel routes, means of transportation, and travel times.

Meanwhile, along with the development of hardware aimed at realizing a universal society, software developments are also underway, such as the provision of information on the use of barrier-free facilities. However, the provision of congestion information from a universal design perspective is not necessarily comprehensive. For example, people who require more space (area or space) while on board than the average passenger, such as wheelchair users, stroller users, guide dog users, the elderly, and people carrying large luggage (hereinafter referred to as "people requiring large spaces"), may make efforts to avoid rush hour commutes. However, when people requiring large spaces travel during normal times when the train is not crowded, they are unable to obtain the necessary information to avoid congestion because it is not crowded. Therefore, in such cases, people requiring large spaces may be forced to make decisions on the spot, and their actions may be significantly restricted.

Conventional congestion information uses values determined using, for example, the congestion rate (occupancy rate), which is the ratio of the number of passengers to the vehicle's capacity. For example, conventional congestion information uses the number of passengers that can safely operate normal trains as the capacity, and the congestion rate, which is the ratio of the area occupied by seats to the area occupied by standing passengers, to the vehicle's floor area, as its standard.

Methods for measuring congestion include, for example, Patent Document 1, which determines the number of passengers on board from the load weight measured by the vehicle's load-adjusting device; Patent Document 2, which determines the number of passengers by using image recognition technology to identify passengers from images taken by surveillance cameras inside the vehicle and at stations; Patent Document 3, which describes a method for estimating the degree of congestion using the floor area of the vehicle as seen by an on-board camera; Patent Document 4, which describes a method for predicting congestion through statistical processing using the number of passengers entering and exiting ticket gates; and Patent Document 5, which describes a method for predicting congestion by estimating the number of passengers using a boarding section based on the results of route searches performed by users of a route search service. All of these methods measure congestion based on the number of passengers.

Furthermore, many methods of providing congestion information are based on providing information that indicates the congestion level as a rough guide, such as whether passengers can sit, hold onto a strap or handrail, or have space to read a newspaper. For example, Patent Document 5 describes how congestion levels are displayed using several different designs on a mobile device. Furthermore, Patent Document 3 describes an example in which congestion information for each car of the next arriving train is displayed as a percentage using a display installed on the platform doors on a station platform, or a value obtained by multiplying the congestion rate measured based on the distance from the ticket gate by a coefficient in order to alleviate congestion. However, none of these methods take into consideration passengers who require more space.

Japanese Unexamined Patent Publication No. 60-8155 JP 2013-25523 A JP 2007-290574 A JP 2016-168876 A JP 2015-176589 A Japanese Patent Application Laid-Open No. 2005-178927 International Publication No. 2002/056251 JP 2011-95864 A

2017 Good Design Award Winner No. 17G151265

All of the methods described in Patent Documents 1 to 5 express congestion rates using indicators such as the number of passengers or the weight equivalent to the number of passengers. As a result, none of these methods take into account the difference in space used per person between passengers who require a large amount of space and other passengers. Furthermore, wheelchair users, for example, require not only static space while riding, but also dynamic space for getting on and off the vehicle and for changing direction within the vehicle. However, none of these methods take dynamic space into account. Therefore, an indicator that takes into account both static and dynamic space used would be useful as a new indicator of congestion levels.

When measuring congestion rates, it is necessary not only to count the number of passengers, but also to visualize and quantify the types of passengers on board.

When providing congestion rate information, it would be useful to provide information tailored to each user, such as those who require more space, rather than simply providing uniform congestion level information based on the congestion rate to all users. For example, congestion information would be provided that takes into account the usage status and schedule of free space. It would also be useful to provide congestion information that takes into account the ease of use of free space provided within vehicles for wheelchair users and stroller users.

For example, the system shown in Non-Patent Document 1 is used for assisting wheelchair users and others with boarding and disembarking, performed by station staff, but the selection of trains that avoid congestion is inevitably left to the on-site judgment of station staff based on their experience, so in order to streamline operations, it would be useful to have a system that links with congestion information.

The problem that embodiments of the present invention aim to solve is to provide a congestion information management system, congestion information management method, and program that can calculate an index showing the congestion state taking into account the space required by users in a facility or vehicle.

The congestion information management system of this embodiment includes a processing unit. The processing unit calculates an effective congestion rate that takes into account the space required by people who require a large amount of space, who require more space than general users, by adding a correction value that takes into account the space required by people who require a large amount of space to a measured congestion rate that indicates the ratio of the number of people actually on board a vehicle or at a facility to the capacity of the vehicle or facility.

The congestion information management system of the embodiment can calculate an index showing the congestion situation taking into account the space required by users of a vehicle or facility.

FIG. 1 is a diagram showing an example of the configuration of a railway system according to an embodiment. FIG. 2 is a block diagram showing an example of a main circuit configuration of a server device in the congestion information management system shown in FIG. 1 . FIG. 2 is a diagram for explaining the flow of data processing in the congestion information management system according to the embodiment. FIG. 2 is a diagram showing an example of the configuration of passenger status management data stored in the congestion information management system. FIG. 2 is a diagram showing an example of the configuration of train congestion measurement data stored in the vehicle state management system. FIG. 2 is a diagram showing an example of the configuration of in-vehicle monitoring data stored in the vehicle state management system. FIG. 2 is a diagram showing an example of the structure of train location data stored in the train traffic management system. FIG. 8 is a diagram for explaining the train positions of the trains shown in FIG. 7 . FIG. 2 is a diagram showing an example of the configuration of distribution content stored in the information distribution system. 10A and 10B are diagrams for explaining an example of a method for detecting a person requiring a large space in a vehicle. A diagram showing the dynamic space required when turning a wheelchair, using the inside of a vehicle as an example. FIG. 1 is a diagram illustrating congestion information provided to general users and the flow of passengers boarding trains from station platforms, as an explanation of the first embodiment. FIG. 10 is a diagram showing an example of an image according to the first embodiment displayed on a display at a platform door on a station platform, showing the congestion level of the next or previous train and the boarding status of wheelchair users and the like. A figure showing an example of an image according to the second embodiment displayed on the display of a platform door on a station platform, showing the congestion level of the next or previous train and the passenger status of wheelchairs, etc. FIG. 11 is a diagram showing an example of guidance operations and the operation of the railway system according to the third embodiment. FIG. 10 is a diagram showing an example of a wheelchair user getting on and off the train from station A to station D. FIG. 10 is a diagram showing an example of a boarding slot management table stored in the guidance service support system. FIG. 10 is a diagram showing an example of a boarding slot management table stored in the guidance service support system. FIG. 11 is a diagram for explaining an example of the operation of the railway system according to the fourth embodiment. FIG. 13 is a diagram showing an example of information provided to users of a route search service in the fourth embodiment. FIG. 13 is a diagram showing an example of information provided to users of a route search service in the fourth embodiment.

Hereinafter, a congestion information management system and a congestion information provision system according to an embodiment of the present invention will be described with reference to the drawings. Note that the scale of each part in each drawing used in the following description of the embodiment may be changed as appropriate. Also, for the purpose of explanation, each drawing may omit the configuration. Furthermore, the same reference numerals are used in each drawing and in this specification for the same or corresponding parts.
In the railway system 1 in the embodiment described below, as an example, only wheelchair users and stroller users are considered to be people who require a large amount of space. However, the railway system of the embodiment may also be used to accommodate other people who require a large amount of space, such as people who use assistance dogs, elderly people, and people carrying large luggage. A person who requires a large amount of space is someone who requires more space while riding than an average passenger, or in other words, someone who requires more space than a predetermined amount.

FIG. 1 is a diagram illustrating an example of the configuration of a railway system 1 according to an embodiment.
The railway system 1 is a system that performs processing related to railway operation, management, information distribution, etc. The railway system 1 includes, as an example, a congestion information management system 2, a vehicle status management system 3, a train operation management system 4, a guidance support system 5, an information distribution system 6, a wireless device 7, a load adaptive device 8, a surveillance camera 9, a processing device 10, a route search system 11, vehicles 12, a business terminal 13, and a user terminal 14.

The congestion information management system 2, vehicle status management system 3, train operation management system 4, guidance support system 5, information distribution system 6, and wireless device 7 are connected to network NW1. Network NW1 is typically a communications network including a private network such as a LAN (local area network) or an intranet. However, network NW1 may also be a communications network including the Internet.

The information distribution system 6, business terminal 13, and user terminal 14 are also connected to network NW2. Network NW2 is typically a communications network that includes the Internet. However, network NW2 may also be a communications network that includes a private network such as a LAN or an intranet.

The congestion information management system 2 processes data related to congestion information and generates distribution data. The congestion information management system 2 includes, for example, a server device that performs processing related to the congestion information management system 2. The configuration of the server device may be a general one.
2 is a block diagram showing an example of the main circuit configuration of a server device in the congestion information management system 200. The congestion information management system 200 includes, as an example, a processor 201, a ROM (read-only memory) 202, a RAM (random-access memory) 203, an auxiliary storage device 204, and a communication interface 205. A bus 206 and the like connect these components. The congestion information management system 2 is an example of a congestion information management device.

The processor 201 corresponds to the central part of a computer that performs calculations, control, and other processes necessary for the operation of the congestion information management system 200. The processor 201 may be, for example, a central processing unit (CPU), a microprocessing unit (MPU), a system on a chip (SoC), a digital signal processor (DSP), a graphics processing unit (GPU), an application specific integrated circuit (ASIC), a programmable logic device (PLD), or a field-programmable gate array (FPGA). Alternatively, the processor 201 may be a combination of these. The processor 201 controls each component to realize the various functions of the congestion information management system 200 based on programs such as firmware, system software, and application software stored in the ROM 202 or the auxiliary storage device 204. The processor 201 also executes the processing described below based on the programs. Note that some or all of the programs may be incorporated into the circuitry of the processor 201. The processor 201 is an example of a processing unit.

ROM 202 corresponds to the main memory of a computer with processor 201 at its core. ROM 202 is a non-volatile memory used exclusively for reading data. ROM 202 stores firmware and other programs mentioned above. ROM 202 also stores data used by processor 201 when performing various processes.

RAM 203 corresponds to the main memory of a computer with processor 201 at its core. RAM 203 is memory used for reading and writing data. RAM 203 is used as a work area for storing data that is temporarily used when processor 201 performs various processes. RAM 203 is typically volatile memory.

The auxiliary storage device 204 corresponds to the auxiliary storage device of a computer centered around the processor 201. The auxiliary storage device 204 is, for example, an EEPROM (electric erasable programmable read-only memory), a HDD (hard disk drive), or flash memory. The auxiliary storage device 204 stores, among the above programs, for example, system software and application software. The auxiliary storage device 204 also stores data used by the processor 201 when performing various processes, data generated by the processes in the processor 201, various setting values, etc.

The communication interface 205 is an interface through which the congestion information management system 200 communicates via the network NW1, etc.

Bus 206 includes a control bus, address bus, and data bus, and transmits signals exchanged between each part of the congestion information management system 200.

The configuration of the server devices in the system other than the congestion information management system 2 is the same as that described above as an example.

The vehicle status management system 3 manages data received from the processing device 10 via the wireless device 7 for each vehicle 12. The vehicle status management system 3 includes, for example, a server device that performs processing related to the vehicle status management system 3.

The train traffic control system 4, for example, manages trains using vehicles 12 and operation information for those trains, and processes information related to that operation information. The train traffic control system 4 includes, for example, a server device that performs processing related to the train traffic control system 4.

The guidance service support system 5 manages guidance services that assist wheelchair users M3 with boarding and disembarking at stations. The guidance service support system 5 includes, for example, a server device that performs processing related to the guidance service support system 5. Note that stations are an example of boarding and disembarking facilities.

The information distribution system 6 distributes information such as train operation status and congestion information. The information distribution system 6 includes, for example, a server device that performs processing related to the information distribution system 6. The information distribution system 6 is an example of a transmission unit.

The wireless device 7 receives signals transmitted from the processing device 10 by wirelessly communicating with the processing device 10.

The load compensation device 8 is installed on the vehicle 12. The load compensation device 8 measures the load of people, luggage, etc. carried by the vehicle 12. The load compensation device 8 also outputs a signal indicating the measured load. The vehicle 12 adjusts the driving force, braking force, etc. based on the load measured by the load compensation device 8.

The surveillance camera 9 captures images of the interior of the vehicle 12. The surveillance camera 9 also outputs the captured image data as a signal. Note that the images output by the surveillance camera 9 may be either moving images or still images.

The processing device 10 is installed, for example, in a vehicle 12. The processing device 10 calculates the congestion rate of the vehicle 12 and detects people requiring large spaces using signals obtained from the load compensation device 8 and the surveillance camera 9. The processing device 10 also transmits a signal containing detection information indicating the results of the congestion rate calculation and the results of the detection of people requiring large spaces to the vehicle status management system 3 via the wireless device 7. The signal includes processing identification information that is unique to each processing device 10. The processing identification information may be the address of the processing device 10, for example. The processing identification information is linked to the vehicle number and car number of the vehicle 12 in which the processing device 10 is installed. The car number is a number assigned to each vehicle 12 in each train. The car number indicates which car 12 is located from the front or back of the train. The processing identification information may also be the vehicle number and car number of the vehicle 12 in which the processing device 10 is installed.

The route search system 11 provides information distributed from the information distribution system 6 and a route search service for searching travel routes such as train transfers. The route search service also provides the congestion status of each train and the boarding status of people requiring large spaces. People requiring large spaces can use the route search service to check travel routes and congestion status. This allows people requiring large spaces to select the train and car 12 to board themselves without the assistance of station staff M2. The route search system 11 includes, for example, a server device that performs processing related to the route search system 11.

Vehicle 12 is, for example, a railway vehicle. Note that vehicle 12 is not limited to a typical railway vehicle that runs on rails, but may also be a monorail, cable car, cableway, magnetic levitation train, rubber-tired subway, or other railway vehicle. Note that vehicle 12 is an example of a section.

The business terminal 13 is a terminal device used by station employee M2 for guidance and other tasks. The business terminal 13 may be a general-purpose device such as a personal computer (PC), tablet, or smartphone. Station employee M2 is an example of a staff member.

The user terminal 14 is a terminal device used by railway users to receive services provided by the route search system 11. These users include general users M1, wheelchair users M3, and stroller users M4. General users M1 are passengers who do not require a large amount of space. Wheelchair users M3 are passengers who use wheelchairs. Stroller users M4 are passengers who use strollers. The user terminal 14 is, for example, a PC, tablet, or smartphone.

Figure 3 is a diagram illustrating the flow of data processing in the congestion information management system 2 according to the embodiment. Figure 3 also shows the relationship between the data managed by each system related to this data processing. First, the data managed by each system will be explained.

The congestion information management system 2 stores the passenger status management data 100.
FIG. 4 is a diagram showing an example of the configuration of passenger status management data 100 stored in the congestion information management system 2. The passenger status management data 100 includes, for each train, the congestion rate for each car number, the number of wheelchair users M3, and the number of stroller users M4 (hereinafter referred to as the "number of wheelchair users, etc."). Regarding the number of wheelchair users, etc., in FIG. 4 , W indicates wheelchair users M3, and B indicates stroller users M4. In FIG. 4 , notations such as "W:2" or "B:1," in which the letter W or B is connected to a number by a colon (:), indicate that the number of people requiring large space indicated by the letter on the left is the number indicated by the number on the right. For example, "W:2" indicates that two wheelchair users M3 are on board. An "*" next to a number indicates that a person is scheduled to board. A "0" number for wheelchair users, etc. indicates that both the number of wheelchair users M3 and the number of stroller users M4 are zero. The number of wheelchairs and the like in FIG. 4 can also be "W: 1, B: 1" to indicate that both wheelchair users M3 and stroller users M4 are on board.

The vehicle state management system 3 stores the train congestion measurement data 101 and the in-car monitoring data 102. The vehicle state management system 3 updates the train congestion measurement data 101 and the in-car monitoring data 102 every time new data is received from the processing device 10.
FIG. 5 is a diagram showing an example of the configuration of train congestion measurement data 101 stored in the vehicle state management system 3. The train congestion measurement data 101 is data recording congestion rate measurement values generated by the processing device 10 from data from the load compensation device 8. The train congestion measurement data 101 is, for example, a table storing congestion rates for each vehicle number and each car number. When the vehicle state management system 3 receives a signal transmitted from the processing device 10, it identifies the vehicle number and car number of the vehicle 12 in which the processing device 10 is installed based on the processing identification information included in the signal. The vehicle state management system 3 then associates the congestion rate measurement value included in the signal with the vehicle number and car number and the current time, and stores the congestion rate measurement value included in the signal in the train congestion measurement data 101.

Figure 6 is a diagram showing an example of the configuration of in-vehicle monitoring data 102 stored in the vehicle state management system 4. The in-vehicle monitoring data 102 is data that records the number of wheelchairs and other occupants detected by the processing device 10 from image data captured by the surveillance camera 9. In Figure 6, "FS" indicates free space. Free space is space prepared for use by people who require a large amount of space. Free space also includes space for use by specific people who require a large amount of space, such as wheelchair space.

The train traffic control system 4 stores train location data 103 .
FIG. 7 is a diagram showing an example of the configuration of the train location data 103 stored in the train traffic control system 4. The train location data 103 is data for managing the location of each train, etc. The train location data 103 manages, for each train, for example, the train number, train location, destination, vehicle number, and vehicle type (hereinafter referred to as "vehicle type") in association with each other. The train number is a number used to manage train operations and is identification information assigned to each train. The train location indicates the train's location on the track.
The vehicle number is a number used to manage a train formation made up of vehicles 12, and is a unique identification code assigned to each train formation. Therefore, the vehicle number associated with the train number indicates which train formation is used by the train indicated by the train number. The vehicle type indicates the type of each vehicle 12 used in the formation. The presence or absence of free space is determined for each vehicle type.

Figure 8 is a diagram explaining the train positions of the trains shown in Figure 7. The train with train number A1203 is located at L10. The train with train number A1201 is located at L11. Note that ..., L10, L11, L12, ... each indicate a certain range on the track, and are arranged in the order of ..., L10, L11, L12, .... Note that the range indicated by L10 is, for example, within station A. The range indicated by L11 is, for example, between stations A and B. The range indicated by L12 is, for example, within station B.

The information guidance support system 5 stores a boarding slot management table 104. The boarding slot management table 104 is data used to support the information guidance work of station employee M2. The boarding slot management table 104 visualizes the cars available for passengers requiring ample space. The boarding slot management table 104 manages the boarding status and boarding plans of passengers requiring ample space on each train. The boarding slot management table 104 includes boarding slots. Each boarding slot is data indicating, for example, the boarding status and boarding plans of passengers requiring ample space. The boarding slot management table 104 can be viewed from the business terminal 13. Station employee M2 can use the boarding slot management table 104 displayed on the business terminal 13 to check the boarding status of passengers requiring ample space and to register and manage the boarding plans of passengers requiring ample space.

The information distribution system 6 stores distribution content 105 .
9 is a diagram showing an example of the configuration of the distribution content 105 stored in the information distribution system 6. The distribution content 105 includes, for example, congestion information data to be provided to the user terminal 14, and data to be provided to the route search system 11 indicating the congestion status of the vehicle 12 and the riding status of passengers requiring ample space.

The data processing of the congestion information management system 2 will be described.
The congestion information management system 2 identifies the train number from the car number in the train location data 103 of the train operation management system 4. Then, the congestion information management system 2 registers the congestion rate measurement value for each train number and car number in the passenger status management data 100 based on the train congestion measurement value data 101 of the car status management system 3. The congestion information management system 2 updates the congestion rate measurement value registered in the congestion information management system 2 as appropriate.

In addition, the congestion information management system 2 registers the number of wheelchairs and other passengers on a vehicle specified by a train number in the passenger status management data 100 based on the in-car monitoring data 102. The congestion information management system 2 updates the number of wheelchairs and other passengers registered in the passenger status management data 100 as appropriate.

For example, whenever the congestion rate measurement value and number of wheelchairs and other passengers registered in the passenger status management data 100, or the value of the passenger slot in the passenger slot management table 104, are updated (changed), the congestion information management system 2 calculates the effective congestion rate and updates the effective congestion rate in the passenger status management data 100 to the latest value. The effective congestion rate is the congestion rate that takes into account the number of wheelchairs and other passengers. This allows the latest value of the effective congestion rate to be obtained.

The guidance service support system 5 references the passenger status management data 100 to obtain the passenger status of passengers requiring ample space and the congestion status of the vehicle 12, and generates or updates the passenger quota management table 104.

The congestion information management system 2 generates distribution content 105 based on the passenger status management data 100. The congestion information management system 2 then transmits the generated distribution content 105 to the information distribution system 6. The distribution system 6 receives and stores the distribution content 105.

Figure 10 is a diagram illustrating an example of a method for detecting people who require a large amount of space within a vehicle 12. Figure 10 shows wheelchair users M3 and stroller users M4 as people who require a large amount of space. Figure 10 also shows a general user M1. Note that Figure 10 shows two views, consisting of a front view 21 and a plan view 22. The front view 21 is an example of a view of the vehicle 12 from the front. Note that the front wall of the vehicle 12 is not drawn in the front view 21 so that the interior of the vehicle 12 can be seen. The plan view 22 is an example of a view of the vehicle 12 from above. Note that the ceiling of the vehicle 12 is not drawn in the plan view 22 so that the interior of the vehicle 12 can be seen. As shown in Figure 10, the vehicle 12 is equipped with a surveillance camera 9 on the ceiling of the free space within the vehicle 12, as an example. Note that the area depicted in the plan view 22 shows an example of the capture range of the surveillance camera 9. As an example, the processing device 10 detects people who require a large amount of space by performing image recognition using images captured by the surveillance camera 9. For example, methods for detecting wheelchair users M3 include detecting the head at seated height in areas of the vehicle 12 where there are no seats, and detecting features of the wheelchair's exterior, details of which are disclosed in, for example, Patent Document 7. The processing device 10 may also detect wheelchair users M3 through image recognition using other known methods.

Methods for detecting stroller users M4 include detecting features of the stroller's exterior, and detecting objects near passengers that occupy a certain amount of floor space or more; details of these methods are disclosed in, for example, Patent Document 8. The processing device 10 may also detect stroller users M4 through image recognition using other known methods.

The processing device 10 may also use, for example, the method disclosed in Patent Document 6 as a method for detecting wheelchair users M3 and stroller users M4. In this method, a terminal carried by a passenger transmits a wireless signal containing unique identification information. The wireless signal is received by a receiver installed in the vehicle 12. The processing device 10 estimates the passenger's riding position based on the identification information contained in the wireless signal.

Figure 11 is a diagram showing the dynamic space required when changing the direction of a wheelchair, using the interior of a vehicle 12 as an example. Figure 11 is a plan view of the interior of the vehicle 12 from above. Figure 11 shows general users M1a, M1b, and a wheelchair user M3. General user M1a is a seated general user M1. General user M1b is a standing general user M1. For a wheelchair to turn, a circular area 23 with a diameter of, for example, approximately 1.7 m is required, and the "Guidelines for facilitating mobility in public transportation vehicles, etc." issued by the Ministry of Land, Infrastructure, Transport and Tourism recommends that a space of at least 1.5 m x 1.5 m be secured.

The circular area 23 required for a wheelchair to turn around is approximately 15 times the 0.3 ^m2 specified in JIS E7103 as the area occupied by a standing passenger. Furthermore, the weight of a lightweight wheelchair is approximately 10 kg. Therefore, if a wheelchair user M3 is on board, the method of calculating the congestion rate by measuring the load weight will indicate a congestion level that is nearly 15 people lower per wheelchair user M3, assuming a lightweight wheelchair.

In reality, even if it is difficult to secure the aforementioned space, it is possible for wheelchair users to change direction when boarding or disembarking if other passengers share the space. However, considering safety and service quality, it is desirable to encourage passengers to spread out their boarding so that congestion in the wheelchair boarding area is kept as low as possible.

This can be considered similar for other people who require more space, such as stroller user M4 or travelers with large luggage. The scope of application for dispersing boarding locations by providing congestion rate information that takes into account the required space rather than congestion rate based on a uniform number of people is wide, and smooth boarding and disembarking will contribute to smoother train operations, thereby improving the quality of service for all passengers.

The embodiment calculates a congestion rate (hereinafter referred to as the "effective congestion rate") that takes into account the space required by those who require more space from the above perspective, provides appropriate congestion rate information to passengers using the railway, and systems the effective use of free space provided in the carriages 12 and the utilization of the effective congestion rate in passenger guidance operations, etc.

[First embodiment]
When a wheelchair user M3 is aboard a vehicle with free space, the congestion rate calculated by the load compensation device is lower than that of a vehicle without free space, relative to the area occupied by the passenger and wheelchair. To take this into consideration, in the first embodiment, the congestion information management system 2 sets the effective congestion rate of a vehicle with free space to a value equal to or higher than the measured congestion rate, regardless of whether a wheelchair user M3 is aboard. This has the effect of encouraging passengers to disperse and board other vehicles without free space.

For example, when the congestion rate measurement value is equal to or greater than a predetermined threshold T, the congestion information management system 2 assigns an increment to the congestion rate equivalent to the number of people that is assumed to be able to board one wheelchair user M3. This number is, for example, 10 to 15 people. The threshold T is, for example, a congestion rate value that indicates the level at which no seats are available.
Furthermore, for example, when the congestion rate measurement value of a vehicle 12 with a free space is lower than the congestion rate measurement value of an adjacent vehicle 12 or is lower by a predetermined value or more, the congestion information management system 2 sets the effective congestion rate value of the vehicle 12 with the free space to a value obtained by adding a predetermined value to the congestion rate measurement value of the adjacent vehicle 12. The predetermined value is an example of a first value. The vehicle 12 with the free space is an example of a third section. The adjacent vehicle 12 is an example of a fourth section.
Alternatively, the congestion information management system 2 may calculate the effective congestion rate from the congestion rate measurement value using other standards and methods in accordance with actual operation.

If the measured congestion rate is low, there is no need to calculate the effective congestion rate. Therefore, by doing this, the congestion information management system 2 can reduce the amount of calculations used to calculate the effective congestion rate.

Figure 12 illustrates the congestion information provided to general users M1 and the flow of passengers boarding train 32 from station platform 31, as an explanation of the first embodiment. Train 32, as an example, is a six-car train consisting of cars 1 to 6. Car 1 of train 32 is a car with free space. Cars 2 to 6 of train 32 are cars without free space. As an example, station platform 31 is close to the ticket gates near the stops of car 2 and car 6 of train 32. Therefore, Figure 12 assumes that there are passenger masses 33 near the stops of car 2 and car 6. Figure 12 also shows images 35A and 35B in which the congestion rate is symbolized according to the congestion level definition shown in Figure 12(C). Note that the congestion level definition shown in Figure 12(C) is an example, and other definitions may be used. The effective congestion rate converted into a congestion level is an example of information indicating the effective congestion rate. However, the effective congestion rate is also an example of information indicating the effective congestion rate.

In the definition shown in FIG. 12, the congestion level is divided into four stages, level 1 to level 4.
Level 1 uses a symbol representing one person. Level 1 indicates a certain degree of congestion, with seats available and enough room for strollers, and indicates a congestion rate of approximately 50% or less.
Level 2 uses a symbol representing two people standing side by side. Level 2 indicates a degree of congestion where all seats are taken and there is room for strollers, and indicates a congestion rate of around 50% to 100%.
Level 3 uses a symbol representing three people lined up. Level 3 indicates congestion to the extent that it is difficult to board with a stroller and a child inside, and indicates a congestion rate of approximately 100% to 150%.
Level 4 uses a symbol representing four people lined up. Level 4 indicates very crowded conditions, with a congestion rate of 150% to 200%.

Figure 12(A) shows an example of image 35A in which the congestion rate measurement value is symbolized according to the congestion level definition in Figure 12(C). Figure 12(B) shows an example of image 35B in which the effective congestion rate is symbolized according to the congestion level definition in Figure 12(C). The information distribution system 6 displays an image 43 including image 35B indicating the congestion level as shown in Figure 12(B) on a display 42 installed on a platform door 41 or the like on a station platform 31 before the arrival of train 32, as shown in Figure 13. Figure 13 shows an example of an image 43 displayed on a display 42 on a platform door 41 on a station platform 31, showing the congestion level of the preceding or next train and the boarding status of wheelchair users M3 and others. Image 43 is generated, for example, by the congestion information management system 2. Note that image 43 may include the effective congestion rate instead of or in addition to the congestion level. Note that the information distribution system 6 may also display image 43 on a display installed in a location other than the platform door 41 within the station. Alternatively, the information distribution system 6 may broadcast content similar to that displayed in image 43 as audio from a speaker within the station. The speaker may be installed, for example, at the platform door 41. A display that displays image 43 and a speaker that outputs audio content similar to image 43 are examples of a notification device that notifies information indicating the effective congestion rate. The information distribution system 6 may also distribute information such as image 43 to the user terminal 14.

Figure 12 also shows arrows 34 indicating the flow of passengers boarding. The arrows 34 are shown to be thicker as the number of passengers boarding increases. Note that the arrows 34 shown in Figure 12(A) indicate the flow of passengers boarding when image 35A is displayed on display 42 instead of image 35B. In Figure 12(A), which uses congestion rate measurements, it is assumed that passengers near car 2 on the station platform will avoid car 2 and board cars 1 and 3 instead, since the congestion level in car 2 is higher than in cars 1 and 3. In contrast, in the case of Figure 12(B), which uses the effective congestion rate, it is assumed that the congestion levels in cars 1 and 2 are the same, and the congestion level in car 3 is lower than in cars 1 and 2, so it is assumed that many passengers will board cars 3 and 2. In this way, in the case of Figure 12 (B), where image 35B using the effective congestion rate is displayed on display 42, by preventing passengers from boarding into car 1, which has free space, it is possible to achieve dispersed boarding that ensures there is enough room for wheelchair user M3 to board.

Second Embodiment
In the railway system 1 of the second embodiment, the congestion information management system 2 calculates the effective congestion rate from the congestion rate measurement value using the value of the number of wheelchairs and other passengers in the passenger status management data 100. Furthermore, the railway system 1 of the second embodiment also provides information on the number of wheelchairs and other passengers in addition to the congestion rate.

The passenger status management data 100 in Figure 4 shows that on train number A1201, one wheelchair user M3 is on board each of cars 1 and 3, and one stroller user M4 is on board car 5. The passenger status management data 100 in Figure 4 also shows that the congestion measurement values for train number A1201 are 140% in car 1, 136% in car 3, and 150% in car 5.

When a person requiring a large amount of space is on board, the congestion information management system 2 adds a congestion rate that takes into account the space required by the person requiring a large amount of space to the congestion rate measurement value. For example, the congestion information management system 2 assumes that one person requiring a large amount of space requires space equivalent to a predetermined number of people, and adds a value equivalent to the number of people to the congestion rate measurement value. Note that the value equivalent to the number of people is an example of the second value.
For example, assuming that wheelchair users M3 require space equivalent to 15 people per person, the congestion information management system 2 calculates the effective congestion rate by adding 10% (= 15/150) to the congestion rate measurement value, and assuming that stroller users M4 require space equivalent to 3 people per person, the congestion information management system 2 calculates the effective congestion rate by adding 2% (= 3/150) to the congestion rate measurement value. Assume that the passenger capacity of each car 12 of train number A1201 is 150 people. Based on this, the congestion information management system 2 calculates the effective congestion rate as 150% for car 1, 146% for car 3, and 152% for car 5. Note that the number of wheelchair users in cars 2, 4, and 6 is zero, so the congestion rate measurement value and the effective congestion rate match.

In addition, the congestion information management system 2 may indirectly add a value to the congestion rate by adding a value for a predetermined number of passengers to the number of passengers, rather than directly adding a value corresponding to the number of passengers to the congestion rate.

Furthermore, the passenger status management data 100 in Figure 4 indicates that for train number A1203, one wheelchair user M3 is scheduled to board car 1, two wheelchair users M3 are boarding car 3, and one stroller user M4 is boarding car 6. Furthermore, the passenger status management data 100 in Figure 4 indicates that the congestion rate measurements for train number A1203 are 125% for car 1, 110% for car 3, and 137% for car 6. As with the train number A1201 described above, the congestion information management system 2 calculates the effective congestion rate for train number A1203 by adding the number of people equivalent to the number of wheelchair users and other passengers to the congestion rate measurement. According to this, the effective congestion rates for train number A1203 are 135% for car 1, 130% for car 3, and 139% for car 6. However, the adjacent car 4 has zero passengers in wheelchairs or other users M3, and the effective congestion rate for car 3 is 140%, which is higher than that of car 3.

If the effective congestion rate C1 of the vehicle in which wheelchair user M3 is riding is lower than the effective congestion rate C2 of the vehicle adjacent to that vehicle or is lower by a predetermined amount, and the adjacent vehicle does not carry wheelchair user M3, the congestion information management system 2 sets the value of the effective congestion rate C1 to a value higher than the effective congestion rate C2. For example, the congestion information management system 2 sets the value of the effective congestion rate C1 to be the value obtained by adding a predetermined value to the effective congestion rate C2. This predetermined value is an example of a third value. The vehicle in which wheelchair user M3 is riding is an example of a first section. The vehicle adjacent to that vehicle is an example of a second section.

For example, in Figure 4, the effective congestion rate C1 of car 3 is 130% and the effective congestion rate C2 of car 4 is 140%, so the congestion information management system 2 sets the effective congestion rate C1 of car 3 to 145%, which is the effective congestion rate C2 of car 4 plus a predetermined value of 5%.
This has the effect of encouraging passengers who are going to board a train at the next station to disperse and board other cars, taking into account the congestion level or effective congestion rate.

The distribution content 105 of the second embodiment will be described with reference to Fig. 14. Fig. 14 is a diagram showing an example in which an image 44 indicating the congestion level of the preceding or next train and the boarding status of wheelchairs and the like is displayed on a display 42 of a platform door 41 on a station platform.
Image 44 includes images 45 to 47. Image 45 shows the congestion level (degree of congestion) based on the effective congestion rate calculated as described above. Image 46 shows which cars have free spaces. Image 47 shows the number of wheelchair users M3 in each car. By combining images 46 and 47, image 44 displays the number of wheelchair users M3 not only when there is free space but also when there is no free space. For example, when image 47 is included within image 46, it shows the number of wheelchair users M3 in car 12 with free space. When image 47 is not included within image 46, it shows the number of wheelchair users M33 in car 12 without free space. These images allow passengers to understand the wheelchair passenger status along with the congestion level. This makes it easier for wheelchair users M3 and stroller users M4 to select their train and car number, making it easier to choose their boarding location. In addition, such images are expected to have the effect of reducing peak congestion rates by encouraging general users M1 to board the train in a dispersed manner.

[Third embodiment]
The railway system 1 of the third embodiment is linked to guidance services in which station staff M2 and others assist wheelchair users M3 and others in moving around within the station premises and getting on and off trains 12. The station staff M2 performs guidance services by communicating between boarding and alighting stations using a guidance services support system 5 accessed from a business terminal 13.

The flow of guidance operations and system operation for assisting wheelchair users M3 and others in boarding and alighting from trains for the railway system 1 according to the third embodiment will be described using Figures 15 to 18, etc. Figure 15 is a diagram showing an example of guidance operations and the operation of the railway system 1 according to the third embodiment. Figure 16 is a diagram showing an example of wheelchair user M3 boarding and alighting at stations A to D. Figures 17 and 18 are diagrams showing an example of a boarding slot management table 104 stored in the guidance operation support system 5. Note that the boarding slot management table 104A shown in Figure 17 is the boarding slot management table 104 for train 51 with train number A1201. Also, the boarding slot management table 104B shown in Figure 18 is the boarding slot management table 104 for train 52 with train number A1203. Note that Figures 17 and 18 use 12:20 as the current time and show the status of past boarding slots for times before 12:20.

Figures 15 to 18 show an example in which two wheelchair users, M3a and M3b, board a train at Station B, with wheelchair user M3a traveling to Station C and wheelchair user M3b traveling to Station D.

First, wheelchair users M3a and M3b request assistance getting on and off trains to Station C and Station D from station staff M2B at Station B around 12:00. Station staff M2B at Station B receives this request and accesses information service support system 5 via business terminal 13 at 12:03. Station staff M2B at Station B then references the boarding slot management table 104, as shown in Figures 17 and 18, to check which trains wheelchair user M3 can board. Station staff M2B at Station B also issues a customer information request 53 to station staff M2 at Station C and Station D via business terminal 13. Information service support system 5 receives request 53 and sends a response request 54 to the business terminals 13 used by station staff M2 at Station C and Station D. Station staff M2C at Station C confirms the content of response request 54 received by business terminal 13 and accepts the request. The request 53 and the assistance request 54 include, for example, guidance information indicating what type of assistance will be provided. For example, the assistance request 54 sent to the business terminal 13 used by station employee M2C at Station C includes guidance information indicating that assistance will be provided to assist wheelchair user M3a in disembarking at Station C.

According to the boarding slot management table 104A at the time station employee M2B at Station B accesses the information service support system 5 at 12:03, train 51 (train number A1201) has no free space and the congestion rate in car 1 near the elevator is high at 140%, and wheelchair user M3c has already boarded at Station A, so the symbol W indicating boarding is displayed in boarding slot 61 in boarding slot management table 104A. Note that boarding slot 61 is the boarding slot that indicates the state of car 1 of train number A1201 from departure from Station A until arrival at Station B.

In light of the above situation, station staff M2B at Station B determines that wheelchair users M3a and M3c cannot board train 51. Station staff M2B then decides to guide wheelchair users M3a and M3b onto train 52 (train number A1203), which has free space and no wheelchair users M3 on board, and has a low congestion rate of 125. Station staff M2B at Station B then performs an operation to register a boarding reservation WR in boarding slot 62 in boarding slot management table 104B in FIG. 18. Based on this operation, guidance service support system 5 updates boarding slot management table 104B and registers a boarding reservation WR in boarding slot 62. Boarding slot 62 is a boarding slot that indicates the status of car 1 of train number A1203 from Station B to before arrival at Station C.

The information guidance support system 5 transmits a signal 57 shown in FIG. 15 containing the updated contents of the boarding slot management table 104B updated by the above-mentioned operation to the congestion information management system 2. Upon receiving this signal 57, the congestion information management system 2 registers a boarding reservation WR for one wheelchair in car No. 1 of the train with train number A1203 in the boarding status management data 100.

In response to the registration of a new plan for wheelchair user M3 to board train number A1203, the congestion information management system 2 updates the effective congestion rate to 135%, an increase of one wheelchair from the measured congestion rate of 125%. The congestion information management system 2 also generates distribution content 105 corresponding to the said reverse train and transmits it to the information distribution system 6 via signal 58.

General user M1, who uses the information distribution service, accesses the information distribution system 6 via user terminal 14 to use congestion information. The information distribution system 6 provides general user M1 with data 59 from the distribution content 105 intended for general user M1 and display 42, indicating that the congestion rate in car 1 of train number A1203 is 135% and the congestion rate in car 2 is 130%. This allows the information distribution system 6 to encourage general user M1 to board cars such as car 2, which is closer to the ticket gate, rather than car 1.

After train 52 arrives at Station B, station employee M2B at Station B assists wheelchair user M3a in boarding train 52. Station employee M2B then registers the train and car number that wheelchair user M3a boarded on the business terminal 13. The business terminal 13 then sends a work completion notice 55 containing the registered details to the guidance service support system 5. Upon receiving the work completion notice 55, the guidance service support system 5 updates the boarding slot management table 104 based on the work completion notice 55.

Station employee M2C at Station C uses the business terminal 13 to check the boarding slot management table 104. According to the boarding slot management table 104, it is known that wheelchair user M3a will be disembarking from car No. 1 of train 52 at Station C. Therefore, station employee M2C at Station C waits on the platform at Station C before train 52 arrives to assist wheelchair user M3a in disembarking. Station employee M2C at Station C then operates the business terminal 13 to perform an operation indicating that the customer guidance work has been completed. Based on this operation, the business terminal 13 sends a work completion notification 56 to the guidance work support system indicating that the customer guidance work has been completed.

The congestion rate measurements for train 52 obtained through the above-mentioned processing are the values shown in Figure 18 from 12:07 to 12:10. However, the congestion rate measurements for cars 1 and 3 are lower than those for the other cars. This is due to the effect of distributing boarding of general user M1 at Station B to cars other than cars 1 and 3 by displaying the effective congestion rate calculated based on information about the planned boarding of wheelchair user M3 in car 1 (boarding slot 62 WR) and the boarding of wheelchair user M3 (boarding slot 63 W) on display 42 on the platform of Station B. Note that boarding slot 63 is a boarding slot that shows the status of car 3 of train number A1203 from Station A until arrival at Station C.

[Fourth embodiment]
In the third embodiment, general users are encouraged to avoid crowded trains by accessing the information distribution system 6 and viewing congestion information, but congestion information can also be used when searching for a route using public transportation using a route search service. The railway system 1 of the fourth embodiment will be described using Figures 19 to 21, etc. Figure 19 is a diagram for explaining an example of the operation of the railway system 1 according to the fourth embodiment. Figures 20 and 21 are diagrams showing examples of information provided to users of the route search service in the fourth embodiment.

First, at 12:10 near Station E, wheelchair user M3d operates terminal 14 to cause route search system 11 to search for a route from Station E to Station Z. Based on this operation, terminal 14 sends search instruction 71 to route search system 11, instructing it to perform a search. Upon receiving search instruction 71, route search system 11 uses distribution content 105a obtained from information distribution system 6 to generate search result 80a, for example, as shown in FIG. 20. Note that distribution content 105a indicates distribution content 105 as of 12:10. Route search system 11 transmits the generated search result 80a to terminal 14, which is the sender of search instruction 71. Upon receiving search result 80a, terminal 14 displays search result 80a.

Search result 80a is an example of a screen that displays three candidate pieces of information, information 81 to information 83, for trains bound for Station Z. Information 81 is information about a train departing Station E at 12:15 with a congestion level of 4. Information 82 is information about train 72 departing at 12:20 with a congestion level of 3 and free space, but with a wheelchair user already on board. Information 83 is information about a train departing at 12:20 with a congestion level of 3. When an icon 84 indicating the congestion level on the screen is operated, terminal 14 displays information 85 indicating the congestion status of each car of the corresponding train and the number of wheelchair users on board. Note that search result 80a also displays an icon 86 indicating the free space where wheelchair user M3 is currently riding, and other information.
Wheelchair user M3d checks the search result 80a and decides that the train shown in information 83 is a little later but easier to board in a wheelchair, and heads to Station E.

Wheelchair user M3d arrives at Station E around 12:17 and operates his terminal 14 to perform another search using the route search system 11. At this time, the terminal 14 can obtain his current location using signals from the global navigation satellite system (GNSS) or base station 73, and use this information for the search. For example, the terminal 14 pre-enters Station E, his current location, in the departure station input field. Based on the operation on the terminal 14, the terminal 14 transmits a search instruction 74 to the route search system 11, instructing it to perform a search. Upon receiving the search instruction 74, the route search system 11 generates search results 80b, such as those shown in FIG. 21, using the latest distribution content 105b obtained from the information distribution system 6 for the second search. Note that the distribution content 105b indicates the distribution content 105 as of 12:17. The route search system 11 transmits the generated search results 80b to the terminal 14 that sent the search instruction 71. Upon receiving the search results 80b, the terminal 14 displays the search results 80b.

Search result 80b includes information 82b, information 83b, and information 87 instead of information 81 to information 83. Information 82b is the latest information of information 82 (as of 12:17). Information 83b is the latest information of information 83. Unlike information 82, information 82b has available free space. This can be seen, for example, from the display of icon 88 indicating a free space not occupied by wheelchair user M3. Search result 80b also includes image 89. Image 89 is generated, for example, based on the fact that a free space that was unavailable at the time of search for search result 80a (12:10) has become available in the search dictionary of search result 80b (12:17). Image 89 includes, for example, a character string indicating that a free space that was unavailable at the time of search for search result 80a has become available in the search dictionary of search result 80b.

The transition in the wheelchair passenger status for train number A1203 corresponds to the range of 12:10 to 12:17 shown in the passenger slot management table 104B in Figure 18. According to the passenger slot management table 104B, wheelchair user M3 was on car 1 at 12:10 and 12:12. However, passenger slot 64 indicates that wheelchair user M3 disembarked at Station D, leaving free space available. When the processing device 10 detects that wheelchair user M3 has disembarked at Station D, the vehicle status management system 3 transmits information indicating that the free space has become available to the congestion information management system 2. In response, the congestion information management system 2 generates distribution content 105b including information indicating that free space in car 1 is available at 12:17, and transmits it to the information distribution system 6.

At Station E, wheelchair user M3e, another wheelchair user than wheelchair user M3d, has requested assistance with boarding and disembarking from station staff member M2 at Station E, and has made a reservation for train number A1203, departing at 12:20. Wheelchair user M3e also made a reservation to board car 1 so that wheelchair user M3b, boarding at Station B, could use the free space in car 1 to disembark at Station D. However, wheelchair user M3e confirmed that wheelchair user M3 was already waiting where car 1 was parked on the platform at Station E, and changed his planned boarding plan from car 1 to car 3. As a result, boarding slot 65 for car 1 after 12:20 for train number A1203 in Figure 18 is WC, indicating a cancellation, and boarding slot 66 for car 3 is WR, indicating a reservation.

The guidance support system 5 and route search system 11 shown in the third embodiment work together via the congestion information management system 2. As a result, the railway system 1 of the fourth embodiment enables coordination between the guidance service for assisting wheelchair users M3 in boarding and disembarking provided by station staff and boarding and disembarking where wheelchair users M3 search for routes themselves. Note that the guidance service and route search in the third and fourth embodiments may also be available to stroller users M4.

The railway system 1 of the embodiment can grasp the congestion situation on trains and at stations using indicators that take into account the space required by wheelchair users, stroller users, etc., and can provide railway users, station staff, etc. with appropriate congestion information. Furthermore, the railway system 1 of the embodiment can provide a means for managing information to effectively utilize free space, etc. provided on trains, etc., and for smoothly using that space.

Furthermore, the railway system 1 of this embodiment makes it possible to provide universal design-oriented congestion information that improves service by easing congestion at stations and trains used by an unspecified number of people, and provides an environment where wheelchair users, stroller users, etc. can avoid congestion. It also has the effect of contributing to smoother passenger flow by encouraging passengers to board in a dispersed manner to alleviate congestion.

Furthermore, according to the railway system 1 of this embodiment, the congestion information management system 2 calculates the effective congestion rate by adding a correction value that takes into account the space required by people who require a large amount of space to the measured congestion rate. In this way, the congestion information management system 2 can calculate the effective congestion rate as an index that takes into account the space required by people who require a large amount of space.

The above embodiment can be modified as follows.
The processing performed by the processing device 10 in the above embodiment may be performed by a device installed in a location other than the vehicle 12. For example, the processing may be performed by the vehicle state management system 3. In this case, the vehicle state management system 3 acquires signals obtained from the load compensation device 8 and the monitoring camera 9 via the wireless device 7, for example.

The railway system 1 of the above embodiment indicates the congestion status of trains. However, the railway system of the embodiment may also calculate the effective congestion rate of stations in addition to trains using the same method as in the above embodiment. The railway system of the embodiment may also provide the congestion rate of stations as well as trains as distribution content. The railway system of the embodiment may also calculate the effective congestion rate of other facilities in addition to stations using the same method as in the above embodiment. The congestion information management system 2 calculates the congestion rate of a facility using the number of facility users instead of the number of passengers.

The railway system 1 of the above embodiment indicates the congestion status of trains. However, the railway system of the embodiment may also indicate the congestion status of other vehicles instead of trains. For example, the railway system of the embodiment may indicate the congestion status of route buses, trolley buses, guideway buses, other buses, ships, aircraft, elevators, etc.

In the above embodiment, the congestion information management system 2 calculates the congestion rate for each vehicle. However, the congestion information management system 2 may also calculate the congestion rate for each floor, room, or other section of a vehicle or facility.

For each of the congestion information management system 2, vehicle status management system 3, train operation management system 4, guidance service support system 5, information distribution system 6 and route search system 11, some or all of the processing performed in the above embodiments may be performed by other devices or systems.
At least two of the congestion information management system 2, vehicle status management system 3, train operation management system 4, guidance support system 5, information distribution system 6 and route search system 11 may be processed by the same server device.

The processor may implement some or all of the processing implemented by the program in the above embodiments using a hardware circuit configuration.

The program that realizes the processing of the embodiment is transferred, for example, in a state stored in the device. However, the device may also be transferred without the program stored therein. The program may then be transferred separately and written to the device. In this case, the program may be transferred, for example, by recording it on a removable storage medium or by downloading it via a network such as the Internet or a LAN.

The above describes an embodiment of the present invention, but it is presented as an example and does not limit the scope of the present invention. The embodiment of the present invention can be implemented in various forms without departing from the spirit of the present invention.

1...Railway system, 2...Congestion information management system, 3...Vehicle status management system, 4...Train operation management system, 5...Guidance work support system, 6...Information distribution system, 7...Wireless device, 8...Load adaptive device, 9...In-car surveillance camera, 10...Processing device, 11...Route search system, 12...Vehicle, 13...Business terminal, 14...User terminal, 31...Station platform, 32...Train, 33...Passenger mass, 41...Platform door, 42...Display, 43 to 47, 89...Image, 51, 52, 72...Train, 53...Request, 54...Response request, 55, 56...Work completion notification, 57, 58...Signal, 59...Data, 61 to 66...Boarding slot, 71, 74...Search instruction, 73...Base station, 80a , 80b...search results, 81 to 83, 82b, 83b, 85, 87...information, 84, 86, 88...icons, 100...boarding status management data, 101...train congestion measurement data, 102...in-car monitoring data, 103...train location data, 104, 104a, 104b...boarding quota management table, 105...distribution content, 201...processor, 202...ROM, 203...RAM, 204...auxiliary storage device, 205...communication interface, 206...bus, M1, M1a, M1b...general users, M2...station staff, M2B...station staff at station B, M2C...station staff at station C, M3, M3a to M3d...wheelchair users, M4...stroller users, NW1, NW2...network

Claims (14)

a processing unit that calculates an effective congestion rate that takes into account the space required by large-space users who require a larger space than general users, by adding a correction value that takes into account the space required by the large-space users to a measurement value of the congestion rate that indicates the ratio of the number of people on the vehicle or facility to the capacity of the vehicle or facility ,
the processing unit adds a first value to the correction value when the vehicle or the facility has a free space prepared for use by the person needing a large space;
Congestion information management system. The congestion information management system according to claim 1 , wherein the processing unit adds a second value according to the number of people requiring a large space who are in the vehicle or the facility as the correction value. The congestion information management system according to claim 2, wherein the processing unit adds the second value corresponding to the number of people requiring a large space who are in the vehicle or the facility plus the number of people requiring a large space who are scheduled to enter the vehicle or the facility as the correction value. a processing unit that calculates an effective congestion rate that takes into account the space required by large-space users who require a larger space than general users, by adding a correction value that takes into account the space required by the large-space users to a measurement value of the congestion rate that indicates the ratio of the number of people on the vehicle or facility to the capacity of the vehicle or facility,
The processing unit is a congestion information management system that, when the effective congestion rate of a first section in which the person requiring large space is present within the vehicle or facility divided into multiple sections is lower than the effective congestion rate of a second section adjacent to the first section in which the person requiring large space is not present, sets the value of the effective congestion rate of the first section to a value equal to or greater than the effective congestion rate of the second section. a processing unit that calculates an effective congestion rate that takes into account the space required by large-space users who require a larger space than general users, by adding a correction value that takes into account the space required by the large-space users to a measurement value of the congestion rate that indicates the ratio of the number of people on the vehicle or facility to the capacity of the vehicle or facility,
The processing unit is a congestion information management system that, when the measurement value of a third section within the vehicle or facility, which is divided into multiple sections and which has free space prepared for use by those requiring large space, is lower than the measurement value of a fourth section adjacent to the third section, sets the effective congestion rate value of the third section to a value equal to or greater than the measurement value of the fourth section. a processing unit that calculates an effective congestion rate that takes into account the space required by large-space users who require a larger space than general users, by adding a correction value that takes into account the space required by the large-space users to a measurement value of the congestion rate that indicates the ratio of the number of people on the vehicle or facility to the capacity of the vehicle or facility,
The processing unit calculates the effective congestion rate when the measured value is equal to or greater than a predetermined threshold value. 7. The congestion information management system according to claim 1, wherein the processing unit calculates the effective congestion rate when the measurement value changes, when the number of people requiring a large space who are in the vehicle or the facility changes, or when the number of people requiring a large space who are scheduled to enter the vehicle or the facility changes. The congestion information management system according to claim 1 , further comprising a transmission unit that transmits the effective congestion rate. The processing unit calculates the effective congestion rate of the vehicle,
The congestion information management system according to claim 8 , wherein the transmitter causes a notification device installed in a boarding and disembarking facility for boarding the vehicle to notify information indicating the effective congestion rate. The congestion information management system according to claim 9 , wherein the notification device is a display installed on a platform door within the boarding and disembarking facility. The congestion information management system according to any one of claims 8 to 10, wherein the transmission unit transmits the effective congestion rate to a support system for supporting the movement of the person requiring a large space by a staff member of the vehicle or the facility, thereby displaying information indicating the effective congestion rate on a terminal used by the staff member. 12. The congestion information management system according to claim 8, wherein the transmission unit transmits the effective congestion rate to a search system that searches for travel routes using the vehicle, thereby displaying information indicating the effective congestion rate on a screen that displays results of the search . A congestion information management method executed by a processor included in a congestion information management system,
The processor calculates an effective congestion rate that takes into account the space required by people who require a large amount of space compared to general users, by adding a correction value that takes into account the space required by people who require a large amount of space, to a measurement value of the congestion rate that indicates the ratio of the number of people actually on the vehicle or facility to the capacity of the vehicle or facility;
adding, by the processor, a first value as the correction value when the vehicle or the facility has free space prepared for use by the large-space-needer;
Equipped with
Congestion information management method. The processor included in the congestion information management device functions as a processing unit that calculates an effective congestion rate that takes into account the space required by large-space users who require a larger space than general users, by adding a correction value that takes into account the space required by large-space users to a measured value of the congestion rate that indicates the ratio of the number of people actually on the vehicle or facility to the capacity of the vehicle or facility ,
the processing unit adds a first value to the correction value when the vehicle or the facility has a free space prepared for use by the person needing a large space;
program.