JPH0234467A - Passenger guide display device - Google Patents

Abstract

PURPOSE:To improve the serviceability, when a passenger rides in a train, by measuring an entraining rate of every coach in the train, starting from the preceding station, from an output or the like of a load measuring means to be compared with a mean entraining rate of every time band, stored in memory, and detecting a coach, whose measured entraining rate is smaller than the mean entraining rate, to be displayed in a display device. CONSTITUTION:Passenger handling for a train A arriving at a platform in the preceding station A is finished, when a door switch 306 is closed, a load of passengers of each coach 10 to 30 is detected by output signals from potentiometers 103 to 303, 103' to 303' interlocking to the flection of a bolster spring, and the detected load signal is fed from an oncoach controller 307 to a data transmission line 401 on the ground. Next, the load signal is fed to a display controller 502 in the next station through a data relay 405. The input load signal is compared with a mean value classified by the time band of the previously measured load signal, when the coach, in which a value of the input load signal is smaller, is detected, a display window of a display device 503, corresponding to that coach, performs a less-crowded display.

Description

[Detailed Description of the Invention] [Objective of the Invention] (Industrial Application Field) This invention provides a passenger information system that detects empty cars among arriving trains and displays them on a display for passengers on a platform. Regarding the display.

(Conventional technology) When you have to ride a train for a long time, have enough time to wait for the train, or have time to spare, you want to travel in a comfortable car in an empty car. There are quite a few people, so from my experience, avoid the area near the stairs.
The current situation is to move as far as possible to the position where the first or rear vehicle stops and wait. However, it is undeniable that passengers waiting for the train may feel uneasy, as they cannot be sure whether the vehicle is empty or not.

In addition, if the first train to arrive is delayed and there are passengers connecting and getting off at the previous station and it is crowded, if you are sure that the next train is empty, you can choose the train that will arrive first. You can avoid it and take the next available train.

However, since conventionally, passengers have not been provided with such information on the status of crowded cars on arriving trains, they try to force themselves to board delayed trains, resulting in increased congestion and further delays. On the other hand, the trains following this train have fewer passengers and are empty, creating an imbalance in the occupancy rates of the trains.

Therefore, both those who operate the trains and the passengers who use the trains want to keep disruptions to the train schedule to a minimum.

(Problem to be solved by the invention) However, in the past, station staff simply used microphones to broadcast the congestion status of arriving trains to passengers on the platform during rush hours. Passengers only receive an announcement asking them to board the next arriving train, and passengers are unable to know which cars on the arriving train are relatively empty before arriving. There was a problem that the occupancy rate for each train became unbalanced.

This invention was made in view of such conventional problems, and measures the occupancy rate of each car of a train departing from the previous station in advance and compares it with the average occupancy rate for each time period that is stored. ,
The purpose of the former is to provide a passenger information display device that can detect small vehicles, display them on a display, and notify passengers.

[Structure of the Invention] (Means for Solving the Problems) The passenger information display device of the present invention includes a load measuring means for measuring the load of passengers in each car of a train, and a load measuring means for measuring the load of passengers in each car of a train, and a load measuring means for measuring the load of passengers in each car of a train. an onboard controller that sends a load signal from the load measuring means of each vehicle to the ground via a data transmission path when the switch is changed from open to closed; A data repeater that transmits to the station and a load signal sent from this data repeater are input and compared with the average value for each time period of the load signal of the load measuring device that has been measured in advance, and the input load signal is calculated. and a display controller that outputs an empty display to the display window of the display device corresponding to the vehicle when a vehicle with a smaller value is detected.

(Function) The passenger information display device of the present invention captures load data from the load measuring means for each car when the train door is switched from open to closed, and transmits it to the data repeater on the ground.
This data repeater transmits to the display controller at the next station.

The display controller that receives the load data calculates the average value for each time period from the load data measured for each vehicle in advance.
This value is compared with the input load data, and when a vehicle is detected whose input load data is smaller, an empty display is displayed on the display window of the display device corresponding to that vehicle to notify the passenger.

(Example) Hereinafter, embodiments of the present invention will be explained in detail based on the drawings.

FIG. 1 shows the configuration of an embodiment of the present invention.
．． 20.30 is the number of vehicles 1.2.3 that make up the number of train formations. Here, for the sake of simplicity, a case of a three-car train will be described.

103 103-. 203, 203-. 303303-
is a potentiometer installed using the deflection of the bogie spring or, in the example described later, the pillow spring connecting the car body and the bogie in proportion to the weight of the passenger, and detects changes in resistance from both the front and rear bogies.

105.205 is an A/F converter, which changes the resistance value of the potentiometer to the voltage level (analog value) as shown in Figure 7.
According to the magnitude of the voltage value, input it into a value proportional to the frequency and convert it into an AC component, and in order to compensate for the voltage drop that occurs when sending at a voltage level, the level is constant and it is converted to a value proportional to the frequency. and send it.

305 305- is an F/A that reverses the A/F converter in 105.205 and returns the frequency change to the voltage level.
It is a converter, and 306 is a door switch that allows the crew to open and close the door for handling passengers.

Reference numeral 307 is an on-board controller that receives a signal when the door switch is changed from open to closed when the vehicle is stopped at the platform and controls the vehicle 10.
, 20.30 is calculated and transmitted to the ground. 3
08 is a transmitter, and the voice band (300~3400H
Frequency modulation is performed using a value of a certain reference frequency f±Δf of z). Furthermore, 309 uses an even higher frequency (400MHz band) to transmit data from the vehicle to the ground as a spatial wave.
This is a modulator for adding signals.

Reference numeral 401 denotes a transmission line laid on the track for receiving transmitted data from onboard the train near the train arrival point.

402 is a demodulator that removes a high frequency component (carrier wave) from the signal modulated by the modulator 309 and extracts the signal component, and 404 is a demodulator for demodulating the signal frequency modulated by the transmitter 308 to a voltage level (analog signal). receiver.

405 takes in the load data sent from onboard the vehicle,
It is a data repeater for sending data to a display controller at the next station, and 407 is a modulator, which is a device for transmitting at 1200 baud or 2400 baud after frequency modulation.

502 is a display M controller, which is a device that inputs the load data sent from the data repeater 405, converts it into displayable data, and outputs it to the display; 503, the display provided by the display controller 502; This is a display that displays data, and displays which cars are available among the first and next trains departing from B station 2000.

Reference numerals 601 to 605 are track circuits, which constitute a closed section, and track relays 612 to 615 are connected to each track in order to detect the presence of a train.When no train is present, these track relays 612 to 615 are connected. They are energized to close their contacts, but when a train is present the track circuit (two rails) is shorted by the wheels and these track relays 612-615 are de-energized to close their contacts.

The signal from the track relay 612 is input to the data repeater 405, and the signals from the track relays 613 to 615 are input to the display controller 50.
2 is input.

Next, potentiometer 103.103-. 203.20
3-. 303.303'' will be explained next.

As shown in FIG. 2(a), there is a pillow spring 502 between the car body 501 and the bogie 503, and when the load of the car body 501 is received by the front and rear bogies, the pillow spring is proportional to the load. and compress it. At the same time, when traveling on a curved trajectory or passing through a point, the cart 503 rotates around the center of the pillow spring 502 at a rotation angle θ, as shown in FIG. 2(b).

Therefore, the potentiometer 103°103- shown in FIG.
203, 203-303.303- is installed between the backing plate 504 and the anti-vibration rubber 511 as shown in FIG. The backing plate 504 is slid using a bearing or the like. A resistor 507 is pressed down on the backing plate 504 via a shaft 505 and a conductive rod 506, and this resistor 507 is supported by a spring 510.

The resistor 507 depends on the distance between the car body 501 and the trolley 503.
moves up and down, and the contact 508 is pressed by a spring 509.
contacts resistor 507. Therefore, the lead wire 512,
When applying voltage between 514 and 514, lead wires 513 and 514
In order to generate a voltage proportional to the load between the conductive rod 506- and the contact 50, the voltage is Ov when the car is empty.
The height of the contactor 508 is adjusted with a screw 515 so that the contactor 508 comes into contact with the boundary of 8.

Next, the configurations of the onboard controller, data relay, and display controller will be explained.

The hardware configuration of the on-board controller 307 is shown in FIG. 4, and the hardware configuration of the data repeater 405 is shown in FIG.
The hardware configuration of the display controller 502 is shown in FIG. 6, and all of these components are configured by a microcomputer.

In each country, blocks 321, 421, and 521 are microprocessors that execute various arithmetic processing, interrupt processing, data input/output processing, data writing processing to memory, reading processing, etc. according to the program stored in the program memory. .

322, 424, 523 are digital human power modules that input voltage or contact signals, and when the state changes, interrupt the microprocessor 321, 421, 521 and change the state to move execution to the start address of the corresponding program. It is a detection type module.

Reference numerals 323 to 325, 422, and 522 are A/D conversion modules, respectively, which convert analog signals (voltage levels) from the outside into 8-bit digital signals for input into the data memory. The speed of input into this module is dependently synchronized with the clock of an external device. Once the 8 bits of the digital signal are complete, a read command is sent to the microprocessor.

326 and 425 are D/A conversion modules, which convert 8-bit data stored in the data memory into analog signals (voltage levels) and output them to external equipment at regular intervals.

326 and 525 are digital output modules that convert the contents of the data memory 527 into voltage or contact signals and output them to external equipment.

Programs executed by each microprocessor 321, 421, 521 are stored in program memories 328, 426, 5
It is stored in 26. In addition, data memory 329, 4
27 and 527 store data taken in from the outside, and are also temporarily used as a working area for reading the stored data and for calculations.

The operation of the passenger information display device having the above configuration will be described next.

The on-board controller 307- indicates that train 1 is on platform 10 of the previous station A.
00 and operate the door switch 306 in the driver's cab from open to close in order to finish customer handling.

The digital human power module 322 in FIG. 4 detects that the signal of the door switch 306 changes from open to closed and interrupts the microprocessor 321, and the microprocessor 321 uses the address 340 written in the interrupt destination Move the program execution to .

This program is as shown in FIG. 8(a). First, the data import circuit takes in the signal of the A/D conversion module 323 and writes it to address j1 of the data memory 329 (step 341).

Next, the data capture circuit captures the signal from the A/D conversion module 324 and writes it to address j2 of the data memory 329 (step 342).

Next, the contents of addresses j1 to j3 of the data memory 329 [
j1] to [j3] are taken out and sent to the D/A conversion module 32.
6 (step 344).

Here, the data structure of the memory addresses j1 to j3 is such that each data consists of 0 to 7 bits, as shown in FIG. 8(b). In other words, if the passenger weight of each vehicle is 420 people (3 times the capacity of 140 people), then the weight of passengers per person is 5.
5 kg is 23 degrees per ton, and if this is equally divided into 256, which is the maximum number that can be expressed with 0 to 7 bits, one division will be 90 kg.

In this way, the program at this address 340 ends.

In FIG. 1, the load data output from the D/A conversion module 326 for each vehicle 10, 20, and 30 is sent to the transmitter 3.
At step 08, the signal is frequency modulated into an analog signal in the audio frequency band and transmitted.Furthermore, at modulator 309, the signal is frequency modulated using a high frequency carrier wave and sent to antenna 310.

The high frequency signal sent to the antenna 310 is coupled to a transmission line 401 through space, and a demodulator 402 removes the high frequency component and demodulates it into an analog signal under the audio frequency band.The receiver 404 restores it to a voltage level and converts it into data. Output to repeater 405.

When the A/D conversion module 422 of the data repeater 405 inputs data, the processor 421 moves the execution of the program to the start address 440 shown in FIG. 9(a) stored in the program memory 426.

In this program, data input to the A/D conversion module 422 is written by the processor 421 to addresses f1 to f3 of the data memory 427 in a format similar to that shown in FIG. 8(b) (step 441).

On the other hand, when the train 1 enters the track circuit 6o2 from the track circuit 601, the track relay 612 changes from excitation to demagnetization, and the on signal of the back contact (the contact that turns on when the B contact is demagnetized) of this relay 612 changes to the fifth When input to the digital human power module 422 in the figure, an interrupt occurs. Then, the processor 421 moves the execution of the program to the jump destination address 442 containing this interrupt, and executes the program as shown in FIG.
) program will be executed.

In this program, memory addresses f1 to f3 are already
The contents written in are extracted and sequentially output to the D/A conversion module 425 (step 443).

The signal output to the D/A conversion module 425 is converted into a frequency-modulated analog signal by the modulator 407, and the B
The signal is sent to a demodulator 501 at the station.

The demodulator 501 demodulates the modulated signal from the modulator 407 and restores it to an analog signal (voltage level).
It outputs to the A/D conversion module 522 of 02.

When a signal enters the A/D conversion module 522 in units of 8 bits (1 data), the processor 521 in FIG. 6 generates an interrupt and moves the execution of the program to the address 540 where the interrupt occurred.

In the program at address 540 shown in FIG. 10(a), data fetched from A/D conversion module 522 is first stored at address kl in data memory 527 at 2. to 3
is written in a format similar to that shown in FIG. 8(b) (step 541).

Next, the percentage of occupancy is retrieved from the memory address α stored in advance (step 542).

Here, it is necessary to change the percentage of fullness of the memory address α during the morning rush hour, the evening rush hour, and other off-peak hours.
When an interrupt of the pulse per second taken in occurs, the program shown in FIG. 10(C) is executed from the address 640 written in the memory address of the interrupt destination.

In this program, first, the contents of the memory address t containing the current time are described on the assumption that the current time is updated every second by a clock.

The morning rush start time, the morning rush end time, the evening rush start time, and the evening rush end time are written in advance at addresses t1 to t4 of the data memory 527, respectively.

Then, the program starting from this address 640 first compares the content [tl] of the current time address t with the content [t1] of the morning rush start time t1 in step 641, and if the content [1] of t is smaller, step 641 is executed.
In this step 642, a preset value, for example, a load 1.5 times the capacity is taken out from the memory address α1 and written to the memory address α, and the process jumps to step 650.

On the other hand, if the content [1] of t is equal to or larger than [t1] in step 641, step 643 is executed. In this step 643, the process jumps to step 644 while the content [1] of t is smaller.

In step 644, a preset value, for example, a load 2.5 times the capacity, is extracted from memory address α2 and written to memory address α, and the process jumps to step 650.

On the other hand, if the content [1] of t is equal to or larger than [t2] in step 643, step 645 is executed.

In step 645, the content [1] of t is compared with the content [t3] of address t3 at the tarash start time, and if [1] is smaller, the process jumps to step 646. This step 6
46, a preset value, for example, 1.
The load of 5 times is taken out from memory address α3 and written to memory address α, and the process jumps to step 650.

On the other hand, if [t is equal to or greater than [t3]s in step 645, step 647 is executed.

In step 647, [1] is compared with the content [t4] of addressing 4 of the tarash end time, and if [1] is smaller, the process jumps to step 648. In this step 648,
A preset value, for example, a load twice the capacity is taken out from memory address α4 and written to memory address α, and the process jumps to step 650.

On the other hand, if [1] is equal to or larger than [t4] in step 647, step 649 is executed. This step 64
9 is the tarash end time, and a preset value, for example, a load of 1 times the capacity is taken out from memory address α5 and written to memory address α, step 650.
Execute.

In step 650, the ratio of the passenger capacity based on the vehicle 10 is written in the memory addresses C1 and C2 so that the passenger capacity may be different for each vehicle, and the content [α] of the memory address α is set to the content [α] of 01. C1] is the product of memory address β
Also, the product of the content [α] of α and the content [C2] of 02 is written to the memory address γ, and this 10-gram ends.

Note that α1 to α5 are limited to five ways here, but the average value for each vehicle 10, 20.30 is calculated from hourly data measured at A station 1000 for each time period. It is possible to store it as separate load data and set α.

Furthermore, it is also possible to set the α value finely in units of 30 minutes, 20 minutes, 10 minutes, etc. In that case, the determination operation shown in FIG. 10(c) will increase.

Now, in the program at address 540, execute the program at address 640 in this way, and compare the content [α] of the obtained address α with the content [k1] of 1 in the memory address (step 542), and find that [k1] is smaller. If there is sufficient occupancy, 2 is written to memory address m in step 544, and the process jumps to step 545.

On the other hand, if [k1] is equal to or larger than [α], in step 543 it is assumed that there is no margin in the occupancy rate, and 1 is written in memory address m1, and the next step 545 is executed.

In step 545, [k2] and [β] are compared and [
When [k2] is small, 2 is written to the memory address m2 in step 547 and the process jumps to step 548. On the other hand, when [k
2] is equal to or larger than [β, then the memory address m
Write 1 to 2 and execute step 548.

In step 548, [k3] and [γ] are compared and [
k3] is small, in step 550 the memory address m
3 and jumps to step 551, while [k3
] is equal to or larger than [γ], 1 is written to memory address m3 in step 549, and step 551 is executed.

Here, a train presence status table is shown in FIG. 11(a), T1 to T3 indicate track circuits 601 to 603, and n and PI Q indicate that up to three trains exist within the blocked section of T1 to T3. As far as possible, the first train is assigned to memory address n, the second train is assigned to memory address P, and the third train is assigned to memory address q, and the data contents are the values of track circuits T1 to T3. It is expressed in In the state shown in FIG. 11 (a>), memory address n is assigned to track circuit T3, memory address p is assigned to track circuit T2, and memory address q is assigned to track circuit TI.

Therefore, the track circuit T assigned to memory address n
When the train existing at 3 enters the next track circuit, T
The 3 column changes from 3 to 0. Further, when the train existing in track circuit T2 assigned to memory address p moves next to track circuit T3, the column of T2 changes from 2 to 0, and the column of T3 changes from O to 3. Furthermore, when the train assigned to memory address q moves from track entrance WIT1 to T2, 1 on the T1 lamp changes to 0, and O to 2 on the T2 lamp.

In this way, the train location status table is rewritten every time a train moves through a blocked section.

Now, if [n] is not allocated in step 551, it is O, so in step 552, memory address n
1 is written to , and the train that has newly entered track circuit T1 is assigned. If [n] is not 0, a train has already been allocated, so step 553 is executed. In this step 553, if [p] is not allocated, it is O, so in step 554, 1 is written to the memory address p.

Then, if in step 553 [pl. Otherwise,
In step 555, 1 is assigned to memory address q.

This is because there is a condition that only up to three train formations exist in the track circuits T1 to T3, so if n and ρ are also assigned, then q will be vacant.

After performing steps 552, 554, and 555, the next step 556 is performed.

Before describing the operation of step 556, the display data table will be explained based on FIGS. 11(b) to (e).

If there is no train between track circuits T1 to T4,
The display data table is empty as shown in FIG. 11(b).
The number of vehicles in the train set is indicated by diagonal lines as shown in (d) in the figure for a set of three trains, and (e) in the figure for a three train set.

Therefore, when a train newly enters the track circuit T2, it is assumed that there will be no train with a 3m component as shown in (e) of the same figure, so there will be a maximum of 2 trains as shown in (d) of the same figure.
A train of 1i components exists. Therefore, there are three types of situations: a 2-meter formation as shown in (d) of the same figure, a single formation as shown in (c) of the same figure, or a case where there is no formation at all as shown in (b) of the same figure.

Therefore, data is registered in the display data table when it exists in the track circuit T1, but in the case of FIG. 11(d), the memory address vi (1=1 to 3) is wi(1
= 1 to 3), and ui (i = 1 to 3) is vi (1 = 1
By moving to -3) and then writing to ui (1=1 to 3), a configuration as shown in FIG. 3(e) is obtained.

When a new train exists on track circuit T2, ui(1
= 1 to 3), and when the train enters the track circuit T4, wi (1 = 1 to 3) in Fig. 11 (e) and wi (1 = 1 to 3) in Fig. 11 (d).
In this figure, vi (i=1 to 3), and in (c), ui (i=
Clear columns 1 to 3).

The above operations are executed in the flowchart starting from step 556. However, if the content [v1] of memory address v1 is not O in step 556, the state shown in FIG. The contents of v1 to v3 [V1] to [v3] are moved to memory addresses w1 to W3, and in the next step 559, [ul]
~[U3 is moved to memory addresses v1 to v3, and in the next step 560, data [m1] to [m3] obtained in steps 543 to 550 are transferred to memory addresses u1 to u3.
The configuration shown in FIG. 11(e) is obtained.

If [v1] is O in step 556, FIG.
Since the configuration is not d), step 558 is executed, and if [u1] is not 0 in step 558, the configuration shown in FIG.
Since the configuration is as follows, the process jumps to step 559 and executes it, and then executes step 560.

Moreover, if [u1] is O in step 558, since the configuration is as shown in FIG. 11(b), in step 560
(1 = 1 to 3), contents of new data m1 to m3 [m
1] to [m3], and then move the program execution to A.

Next, when the train 1 enters the track circuit T2 from the track circuit TI, the contact signal of the track relay 613 changes from open to closed, and when it is input to the digital input module 523 in FIG. 6, an interrupt occurs. This interrupt causes the program to reach the start address of address 570 and execute the program.

This program is first executed from step 571,
Contents of memory address n [If 1 is written to nl, 2 is written to memory address n in step 572; otherwise, step 573 is executed.

In this step 573, [pl is compared with 1, [pl
If is 1, 2 is written to memory address P in step 574; otherwise, 1 is written to memory address q, so 2 is written to q unconditionally in step 575.

Similarly, when the train 1 moves from the track circuit T2 to the track circuit T3, an interrupt occurs due to a contact change in the track relay 614, and the program is executed from the address 576.

This program first writes 3 in step 579 if [n] is 2 in step 578, otherwise checks whether [pl is 2 in step 580, and if it is 2, writes 3 in memory address p in step 581. However, in step 580, if [pl is not 2, then [ql must be 2, so in step 582, 3 is unconditionally written to memory address q.

When the train further advances and enters track circuit T4 from track circuit T3, when an interrupt occurs due to a change in the contact of track relay 615, execution of the program is started from address 589. This program first writes O to the memory address n in step 591, because if [n] is 3 in step 590, it means that the train has departed from station B 2000.
to erase.

If step 590''t[n] is not 3, step 592 checks whether [pl is 3;
If so, write O to the memory address P in step 593, and if [pl is not 3, [ql is 3, so
In step 594, 0 is written unconditionally to memory address q.

In this way, the process from the existence of the train to its disappearance takes place.

Next, a procedure for displaying the train congestion situation on the display 503 in FIG. 1 will be explained.

The display 503 displays the first and next trains, and the quantity display is provided with display windows for the number of train formations, but in this embodiment, for the sake of explanation, windows for three cars are provided. shall be.

When there is no train as shown in Figure 11(b), the first
Clear the next announcement.

When one train is present as shown in Figure 11(c), the first train is displayed and the next train is cleared.

When there are two trains as shown in Figure 11(d), v
i (i=1 to 3) indicates the starting pitcher, and ui (i-1 to 3) indicates the next pitch.

Furthermore, if there are three trains as shown in Fig. 11(e), wi (1 = 1 to 3) is displayed as the first train, and vi (i =
1 to 3) are the next announcements, and ui (i=1 to 3) are not displayed because they are trains departing one after another.

Now, in FIG. 10(a), steps 572, 574.57
4,579,581,582,591゜593.594
, 560 are executed, [n] is set to 0 in step 561.
If it is 0, the process goes to step 562; otherwise, the process goes to step 564. In step 562, check whether pl is 0, and if pl is 0, step y is checked.
If not, jump to step 567.

In step 563, [if ql is 0, step 595
If not, jump to step 597.

Step 595 is in the state shown in FIG. 11(b), so in order to clear both the starting and next announcement information, press O for each ui,
Write to vi, wi (i=1 to 3) and proceed to the next step 5.
Starter with 96, clear next announcement 67':me 4:l:O
DOl (Dot 1.Dot 2゜DOl3), D
O2 (DO21, DO22, D.

23) and terminate the program.

As a result, the value 0 is output to the digital output module 52 in FIG.
4.525 to open the contact and make the display 503 go blank. In addition, digital output module (Dot) 5
24. (DO2) 525 has 38 points each (Doll ~
13), (DO2i~23), but the sixth
In the figure, DOl.

It is displayed as DO2.

In step 564 of FIG. 10(b), if [pl is 0, the process jumps to step 565; otherwise, the process jumps to step 566. Then, in step 565, if [ql is determined to be 0, the process jumps to step 597; otherwise, the process jumps to step 601.

In step 567, [if ql is O, step 597
If not, jump to step 601.

In step 566, if [ql is O, the process jumps to step 601; otherwise, the process jumps to step 604.

Step 597 is the state shown in FIG. 11(c). First, 0 is written to each ui and vi (i=1 to 3), and in step 598, ([ul]-1) is written to D to display the first mover.
oll, ([u2L-1) to Dot2, ([u3]
-1) to Dot3 and execute step 599.

Here, we set minus 1 (-1) because if the load due to the current time period is smaller than the average value, it is assumed that there is a margin in the occupancy rate, and 2 is written, so by subtracting 1, 1 becomes 1. Dot or DO2 contact (Do1
1 to 13) and (D021 to 23) are closed to form a closed circuit, and a green display or the like is displayed on the corresponding display window of either the first or next announcer.

In step 599, DO
21 to D023 are output, and this program ends.

Step 601 is the state shown in FIG. 11(d), w
Write 0 to i (i=1-3) to clear them and execute step 602.

In step 602, contacts D011 to D013 of the digital output module D01 are displayed as the first display ([vl]
-1), ([v2]-1), and ([v3]-1) and execute step 603. In this step 603, the next announcement will be made at the contact D0 of the digital output module DO2.
([ul]-1) and ([u2]-
1).

This program ends by outputting ([u3]-1).

Step 604 is the state shown in FIG. 11(e), where the contact D0 of the digital output module Do1 is displayed as the first display.
([wll-1), ([w2]
-1>, output ([w-3]-1) and step 605
Execute. In this step 605, the contacts D021 to D023 of the digital output module D02 are respectively ([V1]-1), ([v2]-1), ([v3]
-1) and exit this program.

On the other hand, another method for displaying the memory addresses of the display information m1 to m3 is to find the most vacant car in one train set and display that car. To this end, since this embodiment is a three-car train, a program for detecting and displaying the most vacant car or cars will be explained based on the flowchart of FIG. 10(d).

The program shown in FIG. 10(d) corresponds to the part that sets data m1 to m3 in the first half of the program shown in FIG. , the first step 661 is the same as step 541 in FIG. 10(a), and the next step 662 compares the content [k1] of memory address 1 with the content [k2] of memory address 2, and k1] is smaller, jump to step 663,
If it is larger, the process jumps to step 664, and if the rainers are equal, the process jumps to step 665.

In step 663, [k1] and [k3] are compared and [
k1] is smaller, the most vacant vehicle is the first vehicle, so in step 666, 2 is written to ml, and the other memory address m2. Figure 10 (a) by adding 1 to m3
The process jumps to step 551.

If [k1] is larger in step 663, the third car is the most vacant, so in step 667 the memory address m
3 is written, 1 is written to other memory addresses ml and m2, and the process similarly jumps to step 551.

Furthermore, if [k1] and [k3] are equal in step 663, step 668 determines that the first and third cars are empty, so memory address m1. Write 2 to m3, write 1 to memory address m2, and jump to step 551.

Step 664 is a step of comparing [k2] and [k3], and if [k2] is smaller, step 669
Jump to step 6 if [k2] and [k3] are equal
Jump to 70, and if [k2] is larger, go to step 667
fly to

In step 669, since the second car is the most vacant vehicle, 2 is written in memory address m2, 1 is written in other memory addresses ml and m2, and the process jumps to step 551 in FIG. 10(a).

In step 660, since the first car is crowded and the others are equally vacant, 2 is written to memory address m2゜m3, 1 is written to memory address m1, and step 5
Jump to 51.

In step 665, [k1] and [k3] are compared,
If [kl] is smaller, the third car is the most crowded and 1,
Since the second car is equally vacant, 2 is written to memory address ml, m2 in step 671, and memory address m
Write 1 to 3 and jump to step 551.

Also, if [k1] and [k2] are equal in step 665, all vehicles have the same load, so step 672
1 is written in memory addresses m1 to m3, it is assumed that there are no empty vehicles, and the process jumps to step 551.

Furthermore, if [kl] is larger in step 665, the third car is the most vacant, so the process jumps to step 667.

Note that there are steps to consider, such as multiplying by correction values C1 and C2 to make the occupancy rates of vehicles 20 and 30 the same with respect to vehicle 10, and ignoring load differences within 10 people (6 scales out of 256 scales). It is also possible to add

Furthermore, the present invention is not limited to the above embodiments, and the following modifications are possible.

(1) The display output to the display shows the vacant status in three levels: large, medium, and small.

(2) Displaying vehicles whose actual train weight is smaller than the average passenger weight in the current time period, and displaying several trains (8 to 10 vehicles) in order from the smallest of the 1ffi vehicles, Alternatively, provide a display that displays both.

(3) Display crowded vehicles instead of empty vehicles.

(4) Display the occupancy rate for each vehicle.

(5) In order to judge congestion from load data, if the load exceeds a certain value, display several trains starting from the smallest among the vehicles in the construction set, and if not, display the average for the current time period. Show fewer vehicles than.

[Effects of the Invention] As described above, according to the present invention, passengers waiting on the platform can see on the display the status of empty cars of the preceding train and the next train that will arrive at the platform. By waiting where an empty vehicle stops, you can board the vehicle more slowly.

Also, if it can be determined from the display that the preceding train is delayed or crowded, and the next train is less crowded,
This means that many people will miss the first train and wait for the next train, allowing passengers to get on and off each train in a shorter time and also average the occupancy rate.

Furthermore, since the ridership rate can be averaged out, it is also possible to quickly recover from disruptions to train schedules caused by accidents.

[BRIEF DESCRIPTION OF THE DRAWINGS] FIG. 1 is a block diagram showing the overall configuration of an embodiment of the present invention, FIG. 2(a) is a front view of a potentiometer used in the above embodiment, and FIG. Fig. 3 is a plan view of the potentiometer, and Fig. 4 is a sectional view of the potentiometer.
The figure is a block diagram of the vehicle controller in the above embodiment.
6 is a block diagram of the display controller in the above embodiment. FIG. 7 is a characteristic diagram of the F/A converter in the above embodiment.
Figure (a) is a flowchart showing the operation of the vehicle controller, Figure (b) is a structural diagram of the load data table, and Figure 9 (a).
, (b) is a flowchart showing the operation of the data repeater in the above embodiment, FIGS. 1O(a) to (d> are flowcharts showing the operation of the display controller in the above embodiment, and FIG. Structure diagram of line status data table,
Figures (b) to (e) are structural diagrams of the display data table. 1...Train 10.20.30...Vehicle 103.203,303...Potentiometer 103
−． 203°, 303-... Potentiometer 306... Door switch 307... On-board controller 3
08... Transmitter 309... Modulator 310.
...Antenna 401...Transmission path 404...Receiver 502...Display controller 2...Demodulator 5...Data repeater 3...Indicators 1 to 605...Track circuit 2 ~615...Track relay 00...A station (previous station) 00...B station (5 stations)

Claims (1)

[Claims] load measuring means for measuring the load of passengers in each car of the train;
an onboard controller that sends a load signal from the load measuring means of each vehicle to the ground via a data transmission line when the train finishes handling passengers at the previous station and switches the door switch from open to closed;
A data repeater that takes in the load signal sent to the data transmission path and transmits it to the next station, and a load signal of the load measuring device that inputs the load signal sent from this data repeater and measures it in advance. and a display controller that outputs an empty display to the display window of the display device corresponding to the vehicle when a vehicle is detected whose input load signal value is smaller than the average value for each time period. Display device.