JP2001001902A - Device for information of train service delay - Google Patents

Abstract

PROBLEM TO BE SOLVED: To detailedly and accurately give information on train service delay to passengers in the moving train. SOLUTION: This device comprises an on-train device 20 mounted in a traveling train TR on a railroad line composed of a series of closed sections T, T..., and an information giving device 30 in the train TR connected to the on-train device 20. The on-train device 20 comprises a present position calculating part for calculating the present position P based on a reference point A as a home position, a standard time registering part for registering standard time based on standard wave, and a delay time calculating part for finding out delay time of the train TR at a point of that time. The information giving device 30 comprises by connecting a plurality of information display parts for passengers and a cab transmission part having a radio apparatus and the like to a cab output processing part composed of a memory server for various kinds of information.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle delay guide device for providing detailed information on a train or the like to a train or other passenger in a railway transportation system.

[0002]

2. Description of the Related Art FIG. 5 is a block diagram of a conventional passenger guide device for a railway. 2. Description of the Related Art Conventionally, an automatic transportation management system (ATOS) 100 for integrally managing an operation plan of a wide-area railway network has been introduced into railway transportation.
The ATOS 100 is configured to centrally manage the operation status of each train TR running on a plurality of railway lines based on a train schedule based on a comprehensive operation plan.

[0003] Information on the train schedule and the operation status is provided to a passenger guidance control device 110 provided at each station, and for example, a train delay due to a sudden weather change or the change of the operation schedule is changed at each station ST. Notify the passengers as soon as possible. In this case, since the passenger guidance control device 110 is arranged at the main station ST or each station ST along the railway, various necessary information from the above-mentioned ATOS via the existing data communication line laid along the railway line. Can be easily distributed.

[0004] The passenger guidance control device 110 is connected to an interlocking device 120 for recognizing the positional relationship between the running trains. For a plurality of trains on a railway line passing through each station ST, each of the track sections ( The on-rail status at T (hereinafter referred to as a closed section) is reported from the interlocking device 120 to the passenger guidance control device 110. In addition, SR is a transmitting / receiving device for each closed section T.

[0005] Further, a guidance display device 130 for passengers waiting for the train TR, a broadcasting device 1 for passengers in the station ST premises.
40, microphone 150 for voice input by station staff
Is connected. Thereby, guidance information including train delay is notified to many users by character display and voice guidance.

[0006]

However, there is the following problem in train delay guidance combining the ATOS and the passenger guidance control device according to the above-mentioned conventional example. Passenger guidance control devices located at each station can provide delay guidance for each train to passengers on the station premises, but data transmission to trains running on the track is not performed, so passengers in the train For example, train delay guidance was provided by on-board broadcasting. Also, it has been difficult to directly distribute information necessary for each traveling train from the ATOS described above via a data communication line.

Further, in the above-mentioned interlocking device, a series of railway lines is divided into several hundred to several kilometers of each closed section, and it is detected whether or not a train is present in this closed section. Therefore, the running position of each train on the railway line can be specified for each closed section. However, it was not possible to identify more precisely where each train was running in each closed section.

In particular, on a commuter line in an urban area, two stations may be connected by one closed section. In this case,
It is indistinguishable whether the running train has just left the previous station or has reached the next station. For this reason, it is not known how long it takes for the train to arrive at the next station, and as a result, the delay time of the train cannot be accurately guided to the passengers in the car.

[0009] Further, even if the length of one closed section is set to be short and the running position of the train between the two stations is to be known in detail, there is a restriction that each closed section cannot be shorter than the entire length of the train. If the length of the train is short, one train will be located across three closed sections, and it will not be possible to distinguish between trains for each closed section. In addition, when the number of closed sections is increased, complicated safety tests and the like need to be frequently performed.

Further, in the conventional passenger guidance control device, a station attendant or the like comprehensively judges the running status of each train reported by the interlocking device and the operation status information transmitted from the ATOS. Therefore, based on this information,
The station staff or the like provided guidance by keying in the delay time of the arriving train from the command desk. Therefore, depending on the judgment of the station staff, there are various difficult-to-solve problems that the accuracy of the delay time and when to guide the passengers are greatly different, and it is important to collectively eliminate these problems. It was an issue.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle delay guide device capable of providing a passenger in a moving vehicle with fine and accurate guidance on the delay of the vehicle.

[0012]

SUMMARY OF THE INVENTION In order to solve the above problems, a vehicle delay guide device according to the present invention is mounted on a passenger vehicle moving along a fixed route, and detects a current position of the passenger vehicle on the route. And a delay time calculating means for obtaining a delay time at the present time based on the scheduled time to arrive at the current position, and a time presenting means for indicating to the passenger the delay time obtained by the delay time calculating means. Then, the delay status of the passenger vehicle is guided to the passengers in the passenger vehicle.

According to this vehicle delay guide device, the current delay time based on the actual operation plan is calculated based on the current position of the train by the delay time calculation means. Then, by receiving the time, the delay status of the passenger vehicle is provided to each passenger in real time and in detail.

According to a second aspect of the present invention, there is provided the vehicle delay guide device, wherein the passenger vehicle is a train in a railway transportation system. According to this, the passenger in the train can be guided to the next stop station.

According to a third aspect of the present invention, in the vehicle delay guide device, the time presenting unit communicates with a wireless terminal carried by each passenger. According to this, the guide can be received by the wireless terminal when each passenger likes.

According to a fourth aspect of the present invention, in the vehicle delay guide device, the delay time calculating means estimates a required time of the passenger vehicle from the current position to a predetermined stopover to obtain an arrival time at the stopover, The time presenting means presents the arrival time to the passenger together with the arrival time. According to this, it is possible to provide guidance of the arrival time that the passenger wants to know most.

[0017]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a diagram illustrating a configuration example of a vehicle delay guidance device according to an embodiment of the present invention. The vehicle delay guide device 10 includes an on-board device 20 mounted in a train TR running on a railway line composed of a series of closed sections T, T ... and information in the train TR connected to the on-board device 20. And a providing device 30. The on-board device 20 constitutes the delay time calculating means according to the present invention, and the information providing device 30 constitutes the time presenting means according to the present invention.

Then, the current position P of the train TR is calculated from the running speed V of the train TR, which changes every moment, the delay time of the train TR at the current position P is obtained, and this is guided to each passenger in the train TR. The configuration is such that: At this time, the distance traveled by the train TR from the predetermined reference point A is defined as a travel distance L. Such a train TR may be a subway or any other vehicle as long as it travels along a certain route. Hereinafter, a general ground railway train will be described as an example. The train TR constitutes a passenger vehicle according to the present invention.

FIG. 2 is a block diagram of a configuration example of the on-board device shown in FIG. The on-board device 20 includes a current position calculation unit 21 that calculates a current position P with the reference point A as an origin,
It comprises a standard time measuring unit 22 for measuring a standard time based on a so-called standard radio wave W, and a delay time calculating unit 23 for calculating a delay time of the train TR at the standard time.

The current position calculating section 21 is connected to an ATC speed checking device 50 used in, for example, an automatic train control system, and a vehicle arm 40 for detecting a reference point A. A
The TC speed checking device 50 has a speed generator 51 linked to the wheels of the train TR. Standard timekeeping unit 2
2 has a built-in timer and a standard radio signal W
Receiver 60 is connected. ATC speed check device 50
Is to drive the train TR at the speed limit of the section while switching a plurality of speed checking patterns for acceleration / deceleration control of the train TR.

The delay time calculation section 23 is provided with an operation time database 24 storing the operation schedule of the train TR. In the operation time database 23,
A standard scheduled time at which the train TR passes through each current position P is arranged in correspondence with each current position P of the train TR whose origin is the base point A. In addition, reference numeral 41 is a base point tag indicating the reference point A on the upper child.

Next, the operation of the on-board device 20 will be described. First, as a preparation stage, the standard time counting unit 22
The standard time is introduced from time to time via the receiver 60 of the standard radio wave W, and the elapsed time based on the standard time is measured. Then, the standard time and the elapsed time are sent to the current position calculation unit 21 and the delay time calculation unit 23 as calculation parameters.

In this state, when the train TR departs from one station ST and passes over the base point tag 41, the radio signal S1 indicating the base point A is detected by the upper child 40. Then, the detection signal S2 of the upper armature 40 is introduced into the current position calculation unit 21, and the current position calculation unit 21 starts calculating the travel distance L of the train TR from the base point A using this as a trigger. In this case, even if the base point tag 41 is provided at the starting station ST and the traveling distance L in the entire railway line is obtained,
T may be provided to correct each traveling distance L.

At this time, the rotation speed of the wheels by the speed generator 51 is introduced into the current position calculating section 21 as the traveling speed V of the train TR via the ATC speed checking device 50. In addition, based on the standard time described above, the elapsed time from the time when the train TR passes the base point A is the standard time counting unit 22.
Timed. For this reason, the elapsed time is multiplied by the traveling speed V by the current position calculation unit 21 to calculate the traveling distance L of the train TR.
Is calculated, and the travel distance L is calculated based on the train T
The current position P of R is sent to the delay time calculation unit 23.

The delay time calculator 23 refers to the operation time database 24 based on the current position P of the train TR, and searches for a standard scheduled time at which the train TR reaches the current position P. Then, the searched scheduled time is subtracted from the current standard time, and if the result is positive, the calculated value is sent to the information providing apparatus 30 as the delay time of the train TR.
If it is negative, it is not necessarily a train delay, so there is no need to send it out.

Alternatively, the time required to arrive at the next station ST may be determined by the delay time calculating section 23 and transmitted to the information providing device 30 as the scheduled arrival time. According to this, the standard travel distance L from the base point A to the next station ST is stored together with the operation time database 24, and the arrival time to the next station ST is estimated based on the standard travel distance L. Just do it. The delay time calculation unit 23 can guide the accurate current position P of the train TR between the stations and the scheduled arrival time based on the accurate current position P.

In this case, the base point A based on the base point tag 41
And the traveling speed V by the speed generator 51, the traveling distance L
Instead of seeking a global positioning system (the so-called GP
S) may be used. According to this, the absolute current position P based on the latitude and longitude of the point is obtained, and this current position P
Can be directly introduced into the delay time calculation unit 23 and used as a search condition of the operation time database 24. In the operation time database 24, it is necessary to set each current position P on GPS coordinates.

FIG. 3 is a block diagram of a configuration example of the information providing apparatus shown in FIG. The information providing device 30 includes a plurality of guidance display units 31 provided at important points in the vehicle for passengers, and an in-vehicle transmission unit 32 having a wireless device or an infrared light emitting device.
It is attached to a local area network (hereinafter referred to as an in-vehicle LAN), which is an in-vehicle communication network. These components are connected to an in-vehicle output processing unit 33 comprising a memory server for various kinds of guidance information.

The in-vehicle transmitter 32 communicates with each information terminal 70 carried by the passenger, organizes these delay times into a distribution message, and transmits the message to the information terminal 70 together with a display program. For this reason, when each passenger accesses the output processing unit 31 as needed, he or she can receive the guidance regarding the delay time of the train TR at any time. The information terminal 70 constitutes a passenger wireless terminal according to the present invention.

FIG. 4 is an external view of an example of the guidance display device shown in FIG. This guidance display device 31 is provided with an in-vehicle transmission unit 31a along with a delay time display surface 31b on a conventional device arranged at the upper part of an entrance door of each vehicle, the upper part of a passage to another vehicle, or the like. The transmission of a delay time or the like is performed. This eliminates the need to separately provide the in-vehicle transmission unit 31a and mount it on a wall or ceiling, so that installation work and maintenance thereof are easy and the appearance is good. Reference numeral 31c denotes a speaker for voice guidance.

[0031]

As described above, according to the present invention,
The delay time of the train TR on the operation plan is calculated in the train based on the current position of the passenger vehicle. Therefore, it is possible to provide a vehicle delay guidance device capable of providing a passenger in a moving vehicle with fine and accurate guidance on the delay of the vehicle. Further, according to the device according to the second aspect of the present invention, it can be applied to a train of railway traffic, and according to the device according to the third aspect of the present invention, guidance by a wireless terminal can be received. According to the described device, a more passenger-oriented one can be realized.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration example of a vehicle delay guidance device according to an embodiment of the present invention.

FIG. 2 is a block diagram of a configuration example of the on-board device shown in FIG. 1;

FIG. 3 is a block diagram of a configuration example of the information providing apparatus shown in FIG. 1;

4 is an external view of an example of the guidance display device shown in FIG.

FIG. 5 is a block diagram of a conventional railway passenger guidance device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... vehicle delay guidance apparatus, 20 ... on-board apparatus, 21 ... present position calculation part, 22 ... standard time measurement part, 23 ... delay time calculation part, 24 ... operation time database, 30 ... information provision apparatus, 31 ... guidance display Apparatus, 32: in-vehicle transmission unit, 33: output processing unit, 40: vehicle armature, 41: base point tag, 50: AT
C speed checking device, 51: speed generator, 60: receiver, 7
0: Information terminal, A: Reference point, L: Travel distance, P: Current position, ST: Station, T: Closed section, TR: Train, V: Travel speed.

Claims (4)

[Claims] 1. A passenger vehicle (T) traveling along a certain route
R) to detect the current position (P) on the route of this passenger vehicle (TR) and calculate the delay time at the current time based on the scheduled time to reach this current position (P) in the operation plan A delay time calculating means (20), and a time presenting means (30) for indicating to the passenger the delay time obtained by the delay time calculating means (20), and the delay status of the passenger vehicle (TR) is displayed on the passenger vehicle (TR). A vehicle delay guidance system configured to guide passengers in TR). 2. The vehicle delay guide device according to claim 1, wherein the passenger vehicle (TR) is a train in a railway transportation system. 3. The vehicle delay guide device according to claim 1, wherein the time presenting means communicates with a wireless terminal carried by each passenger. 4. The method according to claim 1, wherein said delay time calculating means (20) is a
Estimating the required time of the passenger vehicle (TR) from (P) to a predetermined transit point to obtain an arrival time at the transit point,
The vehicle delay guide device according to claim 1, wherein (30) indicates the arrival time to the passenger together.