JP2008254701A - Vehicle load reducing method in railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To utilize already acquired information such as a boarding ratio collected for a user for maintenance-management of a vehicle. <P>SOLUTION: In this vehicle load reducing method in a railroad vehicle of connecting a plurality of vehicles, when determining that a brake pad abrasion quantity exceeds a thirst threshold value for determining the brake pad abrasion quantity, a first threshold value being a determining threshold value of a first stage for determining a boarding ratio difference between the adjacent vehicles, is changed to a threshold value smaller than this first threshold value. A second threshold value being a determining threshold value of a second stage for determining the boarding ratio difference between the adjacent vehicles, is changed to a threshold value smaller than this second threshold value. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle load reducing method for a railway vehicle, and more particularly to a load reducing method for brake pads and wheels.

  Conventionally, several inventions aimed at relieving congestion by grasping the congestion situation in a vehicle and notifying the user of the congestion situation to guide the user to a vacant vehicle It is disclosed.

  For example, a boarding situation notification system that reads the number of boarding media possessed by a user riding in a vehicle, displays boarding status data based on the number of boarding media, and displays it on a display means installed in a station after the next station, and makes a notification (For example, Patent Document 1).

  In addition, the passengers in the vehicle and the passengers in the station are informed of the congestion status of the vehicle by text display and voice guidance, and the passengers in the vehicle and the passengers in the station are guided to the vacant vehicle to reduce the congestion. There is a vehicle congestion status guidance device as described above (for example, Patent Document 2).

  Furthermore, information on the congestion status of each vehicle, which is derived from the load factor of the train vehicle by a load-bearing device provided on each vehicle, and the congestion status on the platform are located outside the station and passengers located on the platform. There is a boarding situation notification system that notifies a person who performs the operation (for example, Patent Document 3).

  In addition, there is a boarding status notification system that notifies a user who is scheduled to board a train at one station based on the boarding status of each train vehicle. For example, Patent Document 4).

Japanese Patent Application Laid-Open No. 08-167058 JP 11-291909 A JP 2000-190847 A JP 2005-324728 A

  As described above, all of the conventional techniques disclosed in the above-mentioned patent documents are intended to provide necessary information to passengers in a train or passengers in a platform or a station, and are convenient for maintenance and management of railway vehicles. Did not give.

  On the other hand, passenger railway companies that operate and manage railways must pursue the proposition of reducing maintenance costs while providing safe and comfortable services. For this reason, for example, the way to use in the vehicle maintenance management aspect was sought for the acquired information such as the occupancy rate collected for the passengers.

  The present invention has been made in view of the above, and provides a vehicle load reduction method for a railway vehicle in which acquired information such as a boarding rate collected for a user is utilized for vehicle maintenance management. The purpose is to do.

  In order to solve the above-described problems and achieve the object, a vehicle load reducing method for a railway vehicle according to the present invention is a vehicle load reducing method for a railway vehicle in which a plurality of vehicles are connected, and the vehicle weight of each vehicle is A vehicle weight calculation step for calculating the vehicle weight, a boarding rate calculation step for calculating a boarding rate for each vehicle based on the vehicle weight for each vehicle calculated by the vehicle weight calculation step, and a calculation by the boarding rate calculation step A boarding rate difference calculating step of calculating a boarding rate difference between adjacent vehicles in the railway vehicle based on the boarding rate for each of the vehicles, and a boarding rate difference between the adjacent vehicles and a first threshold value are compared. A first guidance message generation step for generating a first guidance message based on the comparison results of the first boarding ratio difference comparison and the first boarding ratio difference comparison first step. And a second step of comparing a boarding rate difference for comparing with a second threshold value having a value larger than the first threshold value when the boarding rate difference between the adjacent vehicles is larger than the first threshold value. , Based on the comparison result of the boarding rate difference comparison second step, a guide message generation second step of generating a second guidance message, and notifying the passenger of the boarding rate for each vehicle in the railway vehicle, Depending on the results of the first step of comparing the boarding ratio and the first step of generating the guidance message, or the second step of comparing the boarding ratio and the second step of generating the guidance message, the first guidance message or the second A boarding state notifying step for additionally displaying a guidance message of the boarding rate control step, and estimating a brake pad wear amount for each of the vehicles Based on the comparison results of the rake pad wear amount estimation step, the brake pad wear amount comparison step for comparing the brake pad wear amount with a third threshold value, and the brake pad wear amount comparison step, the first threshold value and / or Or a threshold value changing process step that changes the second threshold value, and the brake pad wear amount exceeds the third threshold value in the brake pad wear amount comparison step. When it is determined, the threshold value changing step changes the first threshold value to a threshold value smaller than the first threshold value, and changes the second threshold value to a threshold value smaller than the second threshold value. It is characterized by.

  According to the vehicle load reducing method for a railway vehicle according to the present invention, when it is determined that the brake pad wear amount exceeds the third threshold value for determining the brake pad wear amount, the boarding between the adjacent vehicles is performed. A second stage for determining a boarding rate difference between adjacent vehicles while changing a first threshold, which is a first stage determination threshold for determining a rate difference, to a threshold smaller than the first threshold. Since the second threshold value, which is the determination threshold value, is changed to a threshold value smaller than the second threshold value, control is performed in a direction in which the boarding rate difference between adjacent vehicles becomes uniform, and the brake pad wear amount As a result, the vehicle load on the railway vehicle is reduced.

  Embodiments of a vehicle load reducing method and a sliding reduction method in a railway vehicle according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by embodiment shown below.

Embodiment 1 FIG.
FIG. 1 is a diagram showing a configuration of a railway vehicle necessary for explaining the first embodiment of the present invention. In the figure, a rail car 5 is configured in which the first car in the traveling direction indicated by the arrow is a leading vehicle 1, the second and third cars are connected as intermediate vehicles 2 and 3, and the fourth car is connected as a rear vehicle 4. The leading vehicle 1 and the trailing vehicle 4 include an operation control unit 10, a vehicle information management unit 12, and a variable load signal generation unit 14 connected to a transmission path 15 constructed between the vehicles. A display control unit 16 that controls the display of the indicators 17a to 17d and a vehicle information input unit 18 for inputting predetermined vehicle information are connected. The intermediate vehicles 2 and 3 have the same configuration as the leading vehicle 1 or the trailing vehicle 4 except for the operation control unit 10. It should be noted that the outside of the railway vehicle (for example, the platform, the station premises, etc.) is connected to the display controller 20 connected to the vehicle information management unit 12 by, for example, a wireless line, and the display controller 20, and each display in the vehicle A display outside the vehicle 22 for displaying the same information as the display information on the display is provided.

  Next, a vehicle load reducing method in the railway vehicle according to the first embodiment will be described with reference to FIGS. Here, FIG. 2 is a flowchart showing a main flow of the vehicle load reducing method according to the first embodiment of the present invention, and FIG. 3 is a flowchart showing details of the latter half of the flow in the flowchart of FIG. FIG. 4 is a flowchart showing details of the flow of the first half in the flowchart of FIG. An example of guidance display and an example of announcement of guidance message displayed in the flow of FIG. 3 are shown in FIGS. 5-1 to 6-2, respectively.

  As shown in FIG. 2, the processing flow according to the first embodiment includes a “threshold changing process considering the brake pad wear amount” executed as step S <b> 20 and a “boarding rate control process” executed as step S <b> 10. It is divided into.

  Here, the boarding rate control process executed as step S10 is executed as follows according to the flow shown in FIG. First, the vehicle weight of each vehicle is calculated (step S101). The vehicle weight is calculated based on a response load signal that changes according to the spring pressure of an air spring (not shown) installed in each vehicle. The response load signal is transmitted to the vehicle information management unit 12 by the response load signal generation unit 14. Each vehicle information management unit 12 calculates the vehicle weight of the host vehicle based on the transmitted response load signal, and calculates the boarding rate of the host vehicle (step S102). The calculated boarding rate is also transmitted to the vehicle information management unit 12 of the adjacent vehicle, and the information on the boarding rate is shared by the vehicle information management unit 12 of all vehicles.

  Each vehicle information management unit 12 calculates a boarding rate difference between adjacent vehicles (step S103), and compares the boarding rate difference between adjacent vehicles with a predetermined first threshold (hereinafter referred to as "threshold 1") ( Step S104). Here, when all the boarding rate differences between adjacent vehicles are smaller than threshold value 1 (the value of threshold value 1 is positive) (step S104, Yes), the process proceeds to step S108. On the other hand, if at least one of the boarding rate differences between adjacent vehicles is larger than the threshold value 1 (No in step S104), the predetermined second value having a value larger than the threshold value 1 for the boarding rate difference exceeding the threshold value 1 Is compared with a threshold value (hereinafter referred to as “threshold value 2”) (step S105).

  Here, when all of the boarding rate differences exceeding the threshold value 1 are smaller than the threshold value 2 (the value of the threshold value 2 is also positive) (step S105, No), for example, the current state of the boarding rate in FIG. A guidance message (first guidance message) shown at the bottom is generated (step S106), and the boarding rate present state to which the first guidance message is added is displayed (step S108). On the other hand, when some of the boarding rate differences exceeding the threshold value 1 are larger than the threshold value 2 (step S105, Yes), for example, a guidance message (the first message shown in the lower part of the boarding rate present state in FIG. 6-1) 2 guidance message) is generated (step S107), and the current occupancy rate with the second guidance message added is displayed (step S108). In addition, when all the boarding rate differences are smaller than the threshold value 1 (step S104, Yes), the boarding rate present condition without a guidance message is displayed (step S108).

  By displaying the current occupancy rate as shown in Fig. 5-1 in the vehicle, it is possible to convey the exact congestion situation in the vehicle to the passenger, so that it is possible to work on the behavioral psychology of the passenger, and the passenger in the vehicle It becomes possible to eliminate an extreme bias across a number of vehicles. In addition, if an announcement in the vehicle as shown in FIG. 5-2 is performed in conjunction with the in-vehicle display of the current occupancy rate, it is more effective in eliminating the uneven number of passengers.

  In addition, by displaying the current occupancy rate as shown in FIG. 6A in the vehicle, it is possible to promote movement to a low-congested vehicle, so that the number of passengers in the vehicle can be guided in a uniform direction. It becomes possible. In addition, if an announcement in the vehicle as shown in FIG. 6-2 is performed in conjunction with the in-vehicle display of the current occupancy rate, it is more effective with respect to the uniform number of passengers.

  If the current occupancy rates as shown in FIGS. 5-1 and 6-1 are displayed on, for example, the outside display 22 installed on the platform, station premises, etc., the number of passengers across the vehicles is uneven. This is more effective in solving the problem and making the number of passengers in the vehicle uniform.

  Next, the threshold value changing process executed as step S20 will be described. In this threshold value changing process, the following process according to the flow of FIG. 4 is executed.

  First, brake pad wear data is input for each vehicle (step S201). The brake pad wear amount data is collected at the time of periodic inspection of the vehicle, etc., input from the vehicle information input unit 18 and transmitted to the vehicle information management unit 12. Moreover, each vehicle information management part 12 estimates the amount of wear of a brake pad (step S202). The amount of wear of the brake pads is calculated by each vehicle information management unit 12 based on vehicle information calculated based on the adaptive weight signal, a brake command signal output from the operation control unit 10, and the like. The value is updated each time.

  Next, each vehicle information management unit 12 compares the amount of wear of the brake pad with a predetermined third threshold (hereinafter referred to as “threshold 3”) (step S203). Here, when the wear amount of the brake pad is smaller than the threshold value 3 (the value of the threshold value 3 is positive) (step S203, Yes), the process flow is exited (the process proceeds to step S10 in FIG. 2). On the other hand, when there is one or more brake pad wear amount greater than the threshold value 3 (No in step S203), the threshold value 1 (see step S104 in FIG. 3) in the vehicle exceeding the threshold value 3 is set to the threshold value 1 ′ (see FIG. 3). 0 <threshold value 1 ′ <threshold value 1), and threshold value 2 (see step S105 in FIG. 3) in a vehicle that exceeds threshold value 3 is changed to threshold value 2 ′ (0 <threshold value 2 ′ <threshold value 2). S204), the process flow is exited.

  Next, the necessity for the threshold value changing process in the first embodiment will be described. First, the wear of the brake pad is proportional to the braking force. Further, the braking force increases depending on the vehicle weight, that is, the number of passengers. Therefore, by controlling the number of passengers, it is possible to reduce variations in the amount of brake pad wear. If there is a vehicle in which the amount of wear of the brake pad is extremely large, for example, maintenance work such as exchanging only the vehicle is forced during a periodic inspection. On the other hand, if it is possible to reduce the variation in the amount of wear on the brake pads in each vehicle, it is sufficient to replace the brake pads when replacing each train, ensuring maintenance costs and spare vehicles. It is possible to reduce the cost for doing so. For this reason, the threshold value changing process based on the brake pad wear amount improves the serviceability of the railway vehicle, which leads to cost reduction in maintenance management.

  The above process will be described using a specific example. In the current occupancy rates shown in FIGS. 5A and 5B, for example, the threshold value 1 is set to 10% and the threshold value 2 is set to 20%. Here, it is assumed that it is determined in the comparison process in step S203 that, for example, the amount of wear of the brake pad of the No. 4 car exceeds the threshold value 3. At this time, the threshold value 1 (10%) of the fourth car is changed to a threshold value 1 ′ (for example, 5%), and the threshold value 2 (20%) is changed to a threshold value 2 ′ (for example, 10%). In addition, each threshold value of 1st to 3rd cars is not changed.

  By performing the threshold value changing process as described above, an increase in the vehicle weight of the No. 4 vehicle is suppressed as compared with an increase in the vehicle weight of vehicles other than the No. 4 vehicle. Reduction can be suppressed.

  In the present embodiment, the case of having two threshold values as threshold value 1 and threshold value 2 has been described. However, determination is made by setting three or more threshold values, and a guidance message according to the determination result is displayed and announced. May be.

  In addition, one threshold value (threshold value 3) is used when determining the wear amount of the brake pad, but the degree of wear of the brake pad may be determined in multiple stages using a plurality of threshold values. . In this case, a plurality of threshold values can be set as the threshold value 1 ′ and the threshold value 2 ′.

  In the present embodiment, the brake pad wear amount has been described as being input from the vehicle information input unit 18, but the operation control unit 10 or an operation control stand connected to the operation control unit 10 (not shown). Information on the amount of wear may be input through.

  Moreover, in this Embodiment, although each vehicle information management part 12 is transmitting the information, such as the calculated boarding rate, also to the vehicle information management part 12 of an adjacent vehicle, it is limited to this embodiment. is not. For example, the vehicle information management unit 12 of the first car that is the leading vehicle 1 serves as a master device to collect information of other vehicle information management units 12 and calculate the boarding rates of all vehicles to obtain vehicle information of other vehicles. It may be an embodiment that is transmitted to the management unit 12.

  As described above, according to the present embodiment, when it is determined that the brake pad wear amount exceeds the third threshold value for determining the brake pad wear amount, the boarding rate between adjacent vehicles The first threshold, which is the first threshold for determining the difference, is changed to a threshold smaller than the first threshold, and the second stage for determining the boarding rate difference between adjacent vehicles. Since the second threshold value, which is the determination threshold value, is changed to a threshold value smaller than the second threshold value, control is performed in a direction in which the boarding rate difference between adjacent vehicles becomes uniform, and the brake pad wear amount is reduced. The vehicle load on the railway vehicle can be reduced through the reduction in variation.

Embodiment 2. FIG.
FIG. 7 is a flowchart showing a main flow of the vehicle load reducing method according to the second embodiment of the present invention, and FIG. 8 is a flowchart showing details of the first half of the flow in the flowchart of FIG. The configuration of the railway vehicle is the same as or equivalent to the configuration of the first embodiment, and these components are denoted by the same reference numerals and description thereof is omitted.

  Next, a vehicle load reducing method according to the second embodiment will be described with reference to FIGS. 1, 7, and 8. FIG.

  As shown in FIG. 7, the process flow according to the second embodiment includes “threshold change processing considering wheel wear and deformation due to sliding” executed as step S30 and “ride rate control” executed as step S10. "Processing". Since the step of “boarding rate control process” is the same as that in the first embodiment, the following description will focus on the threshold change process according to the process flow of FIG.

  First, the vehicle information management unit 12 monitors a rainy weather signal (step S301). Note that the rain signal can be monitored based on, for example, a wiper operation signal that is activated in the rain, but includes an embodiment in which the rain signal is output by manual input from the driver or the conductor, and detects rain. Any embodiment can be used as long as it outputs a rain signal.

  Each vehicle information management unit 12 determines the presence of a rain signal (step S302). Here, when there is no rain signal (No in step S302), the process flow is exited (the process proceeds to step S10 in FIG. 7). On the other hand, when a rain signal is present (step S302, Yes), the threshold value 1 (see step S104 in FIG. 3) of the leading vehicle 1 is set to the threshold value 1 ″ (threshold value 1 ″> 0 and the threshold value 1 ″). <Threshold 1) and a threshold for changing threshold 2 (see step S105 in FIG. 3) of the leading vehicle 1 to threshold 2 ″ (threshold 2 ″> 0 and threshold 2 ″ <threshold 2). 2 ′ (threshold value 2 ′> 0 and threshold value 2 ′ <threshold value 2) is changed (step S204), and the process flow is exited.

  Next, the necessity for the threshold value changing process in the second embodiment will be described. First, the term “sliding” refers to a state in which the wheels of a railway vehicle slide and proceed without rotating on the rail surface. Wheel sliding may cause wear and deformation of the wheel, leading to extended braking distance, deterioration of ride comfort, and deterioration of train driving control. It is forced to perform a maintenance work called turning to return to the factory. Therefore, avoiding the sliding of the wheel leads to the improvement of the maintenance of the railway vehicle and the reduction of the cost related to the maintenance as well as the wear of the brake pad.

  On the other hand, the occurrence of wheel sliding is high in the leading vehicle during rainy weather when the adhesion coefficient between the wheel and the rail tread is small. Therefore, in order to suppress the occurrence of sliding, it is preferable that the braking force applied to the leading vehicle in the rain is made smaller than the adhesive force. Therefore, in this embodiment, control is performed so that unnecessary braking force is not applied to the leading vehicle in rainy weather.

  The above process will be described using a specific example. For example, as shown in FIG. 5A, when the threshold value 1 is set to 10%, the threshold value 2 is set to 20%, and a rain signal is detected, in the process of step S303, for example, the threshold value of the leading vehicle is set. 1 (10%) is changed to a threshold value 1 ″ (for example, 5%), and a threshold value 2 (20%) is changed to a threshold value 2 ″ (for example, 10%). In addition, each threshold value other than the head vehicle is not changed.

  By performing the threshold value changing process as described above, the braking force applied to the leading vehicle is reduced compared to when nothing is performed, so that it is possible to prevent the wheel from sliding or to reduce its frequency of occurrence. It is possible to suppress the wear and deformation of the wheels due to sliding.

  In the present embodiment, as in the first embodiment, the case of having two threshold values (threshold value 1, threshold value 2) has been described. However, the determination is made by setting three or more threshold values, and depending on the determination result. A guidance message may be displayed and announced.

  The two threshold values are changed according to whether or not a rain signal is detected. However, these two threshold values may be changed in multiple stages according to the amount of rainfall. In this case, a plurality of threshold values can be set as the threshold value 1 ′ and the threshold value 2 ′. Note that it is possible to adopt an embodiment in which the amount of rainfall is detected, for example, by detecting the speed of the wiper or by manual input from the driver or the conductor.

  Moreover, in this Embodiment, although each vehicle information management part 12 is transmitting the information, such as the calculated boarding rate, also to the vehicle information management part 12 of an adjacent vehicle, it is limited to this embodiment. is not. For example, the vehicle information management unit 12 of the first car that is the leading vehicle 1 serves as a master device to collect information of other vehicle information management units 12 and calculate the boarding rates of all vehicles to obtain vehicle information of other vehicles. It may be an embodiment that is transmitted to the management unit 12.

  As described above, according to the present embodiment, when it is determined that it is raining, in the first vehicle of the railway vehicle, the determination threshold of the first stage for determining the boarding rate difference between adjacent vehicles is used. While changing a certain 1st threshold value to a threshold value smaller than this 1st threshold value, the 2nd threshold value which is a 2nd stage determination threshold value for determining the boarding rate difference between adjacent vehicles is changed to this 2nd threshold value. Since the threshold value changing process is performed such that the threshold value is changed to a threshold value smaller than the threshold value, the braking force applied to the leading vehicle can be reduced compared to the case where such a threshold value changing process is not performed. In addition to reducing the occurrence frequency of wheel sliding, it is possible to suppress wear and deformation of the wheel due to sliding.

  As described above, the vehicle load reduction method for a railway vehicle according to the present invention is useful as an invention that can utilize acquired information such as a boarding rate collected for a user for vehicle maintenance management.

It is a figure which shows the structure of a rail vehicle required for description of Embodiment 1 of this invention. It is a flowchart which shows the main flow of the vehicle load reduction method in the rail vehicle concerning Embodiment 1 of this invention. It is a flowchart which shows the detail of the boarding rate control processing flow in the flowchart of FIG. It is a flowchart which shows the detail of the threshold value change process flow in the flowchart of FIG. It is a figure which shows an example (1st guidance display) of the guidance display displayed in the flow of FIG. It is a figure which shows the example of an announcement (1st guidance message) of the guidance message displayed in the flow of FIG. It is a figure which shows an example (2nd guidance display) of the guidance display displayed in the flow of FIG. It is a figure which shows the example of announcement of the guidance message (2nd guidance message) displayed in the flow of FIG. It is a flowchart which shows the main flow of the vehicle load reduction method concerning Embodiment 2 of this invention. It is a flowchart which shows the detail of the threshold value change process flow in the flowchart of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Lead vehicle 2, 3 Intermediate vehicle 4 Rear vehicle 5 Railway vehicle 10 Operation control part 12 Vehicle information management part 14 Responsive load signal generation part 15 Transmission path 16 Display control part 17a-17d Indicator 18 Vehicle information input part 20 Display controller 22 Outside display

Claims (2)

A method for reducing vehicle load in a railway vehicle in which a plurality of vehicles are connected,
A vehicle weight calculating step for calculating a vehicle weight of each vehicle;
A boarding rate calculating step of calculating a boarding rate for each vehicle based on the vehicle weight for each of the vehicles calculated by the vehicle weight calculating step;
A boarding rate difference calculating step of calculating a boarding rate difference between adjacent vehicles in the railway vehicle based on the boarding rate for each vehicle calculated by the boarding rate calculating step;
A first step of comparing a boarding rate difference for comparing a boarding rate difference between the adjacent vehicles and a first threshold;
A first guidance message generating step for generating a first guidance message based on the comparison result of the boarding rate difference comparison first step;
A boarding rate difference comparison second step for comparing with a second threshold value having a value larger than the first threshold value when the boarding rate difference between the adjacent vehicles is larger than the first threshold value;
A guidance message generation second step of generating a second guidance message based on the comparison result of the boarding rate difference comparison second step;
In addition to notifying the passenger of the boarding rate for each vehicle in the railway vehicle, the boarding rate difference comparison first step and the guidance message generation first step, or the boarding rate difference comparison second step and the guidance message generation step A boarding situation notifying step for additionally displaying the first guidance message or the second guidance message according to the result of two steps;
A occupancy rate control step comprising:
Brake pad wear amount estimation step for estimating the brake pad wear amount for each vehicle,
A brake pad wear amount comparison step for comparing the brake pad wear amount with a third threshold;
A threshold value changing step for changing the first threshold value and / or the second threshold value based on a comparison result of the brake pad wear amount comparing step;
A threshold change processing step comprising:
Including
When it is determined in the brake pad wear amount comparison step that the brake pad wear amount exceeds the third threshold value, the threshold value changing step sets the first threshold value to be smaller than the first threshold value. A vehicle load reducing method for a railway vehicle, wherein the second threshold value is changed to a threshold value smaller than the second threshold value. A method for reducing vehicle load in a railway vehicle in which a plurality of vehicles are connected,
A vehicle weight calculating step for calculating a vehicle weight of each vehicle;
A boarding rate calculating step of calculating a boarding rate for each vehicle based on the vehicle weight for each of the vehicles calculated by the vehicle weight calculating step;
A boarding rate difference calculating step of calculating a boarding rate difference between adjacent vehicles in the railway vehicle based on the boarding rate for each vehicle calculated by the boarding rate calculating step;
A first step of comparing a boarding rate difference for comparing a boarding rate difference between the adjacent vehicles and a first threshold;
A first guidance message generating step for generating a first guidance message based on the comparison result of the boarding rate difference comparison first step;
A boarding rate difference comparison second step for comparing with a second threshold value having a value larger than the first threshold value when the boarding rate difference between the adjacent vehicles is larger than the first threshold value;
A guidance message generation second step of generating a second guidance message based on the comparison result of the boarding rate difference comparison second step;
In addition to notifying the passenger of the boarding rate for each vehicle in the railway vehicle, the boarding rate difference comparison first step and the guidance message generation first step, or the boarding rate difference comparison second step and the guidance message generation step A boarding situation notifying step for additionally displaying the first guidance message or the second guidance message according to the result of two steps;
A occupancy rate control step comprising:
A rain signal determination step for determining the presence or absence of a rain signal that means rainy weather;
A threshold value changing step for changing the first threshold value and / or the second threshold value based on a determination result of the rain signal determination step;
A threshold change processing step comprising:
Including
When it is determined that it is raining in the rain signal determination step, the threshold value changing step changes the first threshold value in the leading vehicle of the railway vehicle to a threshold value smaller than the first threshold value, The vehicle load reducing method for a railway vehicle, wherein the second threshold value is changed to a threshold value smaller than the second threshold value.

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