JPH0433671B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to an arrival train congestion level display system, and is particularly suitable for use on routes such as commuter lines where the congestion level and its distribution change rapidly. Regarding the degree display system.

[Background of the invention]

Conventionally, the degree of congestion of an arriving train is determined by visual observation by station staff at the previous station, by word of mouth via communication means such as telephone, or by the intuition of the arriving station staff.
Passengers were notified audibly through a broadcast on the station platform. For this reason, audio broadcasting lacks reproducibility, requires broadcasting multiple times in order to re-express information, and lacks accuracy. Particularly on routes where trains run parallel to each other, only one side of the line is congested, and even on non-parallel routes, after the train arrives, many passengers rush on the narrow platform toward an empty boarding gate in an attempt to board the arriving train. There are dangerous situations in which people have to move. This has the disadvantage that trains often fail to depart due to people concentrating on crowded doors, trying to force themselves to board, or moving toward open doors, resulting in longer train stoppages and disrupting train operations. . Furthermore, depending on the intuition of station staff, it is not possible to immediately respond to temporary congestion, such as when there is a group of passengers. This creates an imbalance in the allocation of station staff to alleviate congestion, and is irrational.

[Purpose of the invention]

An object of the present invention is to provide a system for displaying the degree of congestion of arriving trains, which enables smooth boarding and alighting of passengers and appropriate placement of station staff by displaying the degree of congestion of arriving trains in advance in the station premises.

[Summary of the invention]

In order to achieve the above object, the present invention measures the loading capacity of each car of the train when it stops at a station using a loading capacity measuring means provided on the train side, and transmits the loading capacity data to the ground side. On the ground side, the load capacity data is received and displayed as the degree of congestion of the arriving train at the next stop station, thereby ensuring smooth boarding and alighting of passengers and appropriate placement of station staff at the next stop station. That's what I did.

[Embodiments of the invention]

Examples of the present invention will be described below.

FIG. 1 shows a transmission route of the arrival train congestion level display system according to the present invention.

In the figure, the onboard system 2 having a transmission system for transmitting data on the train 1 is located at stations 3-1, 3-2,
It is connected to terrestrial wireless communication devices 5-1, 5-2, . . . by wireless communication means. These ground radio communication devices 5-1, 5-2, ... are connected to station control devices 4-1, 4-2, ... which are terminals of the ground system that performs train operation management and information transmission. Arrival train congestion level display devices 6-1, 6-2, . . . are connected to the control devices 4-1, 4-2, . Further, the station control devices 4-1 and 4-2 are connected to the central command center 7 via a transmission line 8.

FIG. 2 shows the configuration of the on-vehicle system 2 shown in FIG. 1. That is, vehicles 12-1, 12
In-car data control devices 10-1, 10-2,...10 installed in each of -2,...12-n
-n is connected by a transmission line 13 of an optical fiber cable or metal cable that runs inside the train. This car data control device 10-1,
Vehicle loading amount detection devices 11-1, 11-2...11-n are connected to 10-2...10-n, respectively. Further, for example, in the leading vehicle 12-1,
A wireless communication device 9 that transmits train data to the ground wireless communication device 5 is installed. This wireless communication device 9 is installed in one train composed of a plurality of vehicles.

Data control device in each car 10-1, 10-2,
...10-n are vehicles 12-1 and 12-, respectively.
2, 12-n performs data collection/distribution control and transmission control.

Further, FIG. 3 shows the overall configuration of the arriving train congestion level display device 6 shown in FIG. 1. That is, FIG. 3A is an external view of the arriving train congestion degree display device 6A when it is suspended from the ceiling of the station platform. The display section 35A displays, for example, through four types of colored transparent plates corresponding to four levels of congestion. Also,
FIG. 3B shows a display device for displaying the degree of congestion of arriving trains on a train-by-train basis. That is, the congestion level display section 35B is added to the station number display.

FIG. 4 shows a detailed circuit of the in-vehicle data control device 10 and the vehicle load detection device 11 shown in FIG. In other words, the door closing confirmation device 14 has the following:
AND gate 17 is connected. The other input terminal of this AND gate 17 is connected to the door close switch 1.
5 is connected. Also, this door close switch 1
5 is the reset terminal of flip-flop 18.
CLR, amplifier 20, and A/D converter 21 are connected. Furthermore, the output terminal of the AND gate 17 is connected to the set terminal of the flip-flop 18.
CLK is connected. A one-shot pulse generator 19 is connected to the output terminal Q of the flip-flop 18, and an arithmetic unit 10a is connected to the one-shot pulse generator 19.

On the other hand, an A/D converter 21 is connected to the load detection section 16 via an amplifier 20. The output digital signal of this A/D converter 21 is transmitted to the arithmetic unit 10 via the parallel data interface 10b.
It can be taken into a. Further, an electrical/optical converter 10d is connected to the arithmetic unit 10a via a serial data interface 10c.

This AND gate 17 and flip-flop 1
8, one-shot pulse generator 19, and amplifier 20
and A/D converter 21 constitute a vehicle load detection device 11, which includes an arithmetic unit 10a, a parallel data interface 10b, a serial data interface 10c, and an electrical/optical converter 10.
d constitutes the in-car data control device 10.

FIG. 5 shows detailed circuits of the station control device 4 and arrival train congestion level display device 6 shown in FIG.
That is, a calculation section 24 is connected to the optical/electrical converter 22 via a serial data interface 23 . An electrical/optical converter 27 is connected to the arithmetic unit 24 via a serial data interface 26 . The electric signal is converted into an optical signal in the electric/optical converter 27 and transmitted to the optical/electrical converter 28 via the optical fiber 36. A display device calculation unit 31 is connected to this optical/electrical converter 28 via a serial data interface 29 . The display device calculation section 31 also includes a transmission line 30.
Car number-specific display control units 32-1, . . . , 32 are configured by display drive units 33-1, .
-n is connected, and each car number display control unit 32
-1,...,32-n have display sections 35-1,...,
35-n is connected.

The station control device 4 is composed of the optical/electrical converter 22, the serial data interface 23, the arithmetic unit 24, the serial data interface 26, and the electric/optical converter 27. Also, light/
electrical converter 28 and serial data interface 2
9, the display device calculation section 31, the display control section 32 for each car number, and the display section 35 constitute the arrival train congestion degree display device 6.

Next, the operation of the system for displaying the degree of train congestion according to this embodiment will be explained.

When train 1 stops at a station, each car number 12-1, 12-
2,..., 12-n, the vehicle loading amount detection device 1
1-1, 11-2,..., 11-n measures the loading capacity, and the data control device 10-1, 10 in each car
-2, . . . , 10-n, the measured data is taken in for a predetermined period of time, averaged, converted into a degree of congestion, and then transmitted to the on-board transmission line as car number data. When closing the boarding door of a train stopping at a station, the AND gate 17 performs a logical product of the door close command signal 15a of the door close switch 15 and the door close confirmation signal output of the door close confirmation device 14. This AND output is input to flip-flop 18 and latched. This flip-flop 18 is a door open command signal 15h for the door close switch 15.
It is reset by. The one-shot pulse generator 19 catches the rising edge of the latch data of the flip-flop 18, generates a rectangular wave pulse, and sends an interrupt signal 1 to the arithmetic unit 10a of the data control device 10 in the car.
Enter 9a. On the other hand, the distance between the car body and the lower part of the bogie spring or the rail surface according to the load capacity is detected by, for example, detecting the amount of deflection of the spring,
The output of the load detection unit 16, which outputs a DC voltage proportional to the amount of displacement, is processed by an amplifier 20 and an A/D converter 21, which are operated by the door open command signal 15b of the door close switch 15, and converted into digital parallel data. Become.
This displacement data is connected to the parallel data interface 10b of the in-car data control device 10. The calculation unit 10a enters a car congestion level calculation sequence in response to an interrupt signal 19a that is the output of the pulse generator 19.

A flowchart of this process is shown in FIG. This flowchart shown in FIG.
It starts with the interrupt signal 19a input to 0a.

First, in step 100, variable load displacement data is read from the parallel data interface 10b a predetermined number of times, and in step 101, the number of data is counted. The number of times this displacement data can be read is the number of times that can be processed while the vehicle is stopped after the door is closed and until the vehicle departs. It is determined whether the count value in step 101 has reached a predetermined count value. If NO, the process returns to step 100. If YES, the average value of the displacement data is calculated in step 103. After the average value is calculated in step 103, in step 104, it is compared with a pre-stored table to classify the weights into ranks. This load rank is classified into, for example, four stages of congestion degree determined in advance based on the calculated displacement data average value. Note that sampling of this variable load data is performed, for example, every 1 msec, 50 times, for a total measurement time of 50 msec.

Next, in step 105, the car number of the vehicle from which the displacement data has been read out, a function code indicating that the displacement data is congestion degree data, and a transmission control code A are attached, and the data is transferred to the serial data interface as car number data as shown in FIG. 8A. The data is written to the ace 10c and the data is transmitted in step 106. Next, in step 107, an interrupt waiting loop is repeated until the next interrupt occurs. Note that the output of the serial data interface 10c is transmitted to the transmission line 13 as optical data by, for example, an electrical/optical converter 10d. In addition, the calculation unit 10a
transmits the car data, completes the car congestion degree calculation sequence, and enters an interrupt wait state, but the calculation unit 10a can continue to execute other program processing, and in that case, it can continue to execute other program processing. It is also possible to move to a sequence of

The wireless communication device 9 receives the data of each car that has come out on the on-board transmission line 13, and after determining the function code A, enters a ground train data creation sequence. This processing flow is shown in FIG. This processing flow is based on the interrupt signal 19a output from the pulse generator 19.
, and waits for reception of congestion degree data.

First, in step 200, the car data transmitted by each car data control device 10-1, 10-2, . . . , 10-n is received. This step determines whether or not this car number data has been received a predetermined number of times.
Determination is made in 201. If it is determined in step 201 that the predetermined number of car data cannot be received, the process returns to step 200, and if it is determined that the predetermined number of car data has been received, in step 202 train data as shown in FIG. 8B is created based on the composition of the car data, and then step 203 is converted into a radio signal at
It is transmitted to the terrestrial wireless communication device 5 of the station control device 4. When the transmission to the ground is completed in step 203, an interrupt wait is performed in step 204.

In the ground system where car number data is sent, train data is sent from train 1 stopping at the station to station control device 4-1.
is transmitted to the terrestrial wireless communication device 5-1. The station control device 4-1 determines the function code B of the received train data as shown in FIG. The station data as shown in FIG. 8C is transmitted to the ground transmission line 8. The station data indicating the degree of congestion transmitted by the station control device 4-1 is received by the station control device 4-2 at the next station where the train 1 stops and the central command center 7.

Next, the display operation of the congestion degree data in the station control device 4-2 will be explained. That is, for example,
When the terrestrial transmission line 8 is an optical fiber cable, the station control device 4 converts the optical signal into an electrical signal using the optical/electrical converter 22, and the serial data interface 23 converts the received data into calculation data for the calculation unit 24. do. The calculation unit 24 transmits the received congestion degree data to the arrival train congestion degree display device 6.
The processing of this calculation unit 24 is to determine the type of received data from the function code C based on the reception interrupt signal issued by the serial data interface 23, and if it is determined that the data is indicative of the congestion level of the arriving train, it is written to the serial data interface 26. . The serial data interface 26 transmits the congestion degree data to the serial data interface 29 of the arrival train congestion degree display device 6 via an electrical/optical converter 27, an optical fiber cable 36, and an optical/electrical converter 28. This congestion degree data has the same format as the train data shown in FIG. 8B.

The operation flow of the arrival train congestion level display device is shown in FIG. The flow illustrated in FIG. 9 is started upon receipt of a receive interrupt from the serial data interface 29. First, step
300, determines the function code for displaying the congestion degree for the station, and if the congestion degree is displayed, the step
The process moves to 301, and if it is determined that the congestion degree is not displayed, another process is performed. In step 301, display data is received, and in step 302, it is determined whether the received display data is a predetermined number of data. When the predetermined number of data is reached, in step 303, for example, the congestion degree is set to four levels corresponding to the display device. In step 304, a predetermined number of cars are sequentially written into the display data latches 34-1, . . . , 34-n of the display control units 32-1, . When it is determined in step 305 that writing of the predetermined number of data is completed, the process is reset in step 306 and waits for an interrupt.

Note that the latch is activated by the station control device 4 when the arriving train departs.
It is reset by a reset command via the display device calculation section 31. This latch 34-1,
..., 34-n output is the display driving section 33-1, ...,
33-n, for example, performs voltage level conversion, and displays 35-1, .

According to the embodiment described above, in the on-board system, after repeatedly sampling the loading amount as one digital input of the car data control device, the loading amount can be calculated as an average value. This has the effect of obtaining accurate loading capacity by averaging vibrations in the displacement of the distance between the car body and the lower part of the bogie spring or the rail surface due to the vertical movement of the car body. In addition, by taking the logical product of the door close command and the door close confirmation signal, the door closing operation at the station and the closing of all doors become the trigger condition for load capacity measurement, and the load capacity after passengers have boarded and alighted can be measured. Can be measured under conditions with little fluctuation. Moreover, as shown in the example, the measurement time of 50 milliseconds is sufficiently short compared to the time from the door closing until the train is started, so stable measurements can be made. Furthermore, if a plurality of measurement points are provided as shown in FIG. 10, and the measurement is performed at four points shown in FIG. 11, for example, the accuracy of the average value of the loaded amount increases. FIG. 11a is a layout diagram showing an example of a position for measuring the displacement of the distance between the truck 37 and the vehicle body 38, and FIG. 11b is a side view. At this time, the calculation unit 10a
Then, the loading amount detection parts 16-1, 16-2, 16-
3. Sequentially sample the loading amount data output from 16-4 and calculate the average value.

Further, in the above embodiment, the in-car data control device 10
The calculation unit 10a classifies the average loading amount based on the displacement data into the degree of congestion, but it is also possible to input the average loading amount to the variable load device and transmit it to the ground.

The arrival train congestion degree display device 6 installed at the station is connected to the station control device 4 through serial data transmission through a transmission line 36 using an optical fiber cable, so it is resistant to external noise and can be installed in a location far from the station control device 4. Since the display device 6 itself performs display processing, the calculation unit 24 of the station control device 4 only needs to write the congestion degree data to the serial data interface 26. Further, a plurality of display devices 6 can be connected to the transmission path 36. As a result, both the types shown in FIGS. 3A and 3B can be compactly displayed in a concentrated manner in the station office, and this can be one of the conditions when deciding the arrangement of station staff on the platform.

〔Effect of the invention〕

As explained above, according to the present invention, passengers in the station can know in advance the congestion level of the arriving train, so they can choose a relatively empty car at the front or the rear of the train and board the train. When all the cars on a train are crowded, passengers do not board the train and wait until the next train, making boarding and alighting smoother.

In addition, station staff can accurately grasp the congestion level of arriving trains, so they can place trains at the appropriate location according to the congestion level of arriving trains.
It is possible to provide guidance to ease congestion for passengers getting on and off the train.

[Brief explanation of drawings]

FIG. 1 is a system configuration diagram showing an embodiment of the present invention, FIG. 2 is a configuration diagram of an on-board system, FIG. 3 is a configuration diagram of a display device, and FIG. 4 is a block diagram of a mechanism for detecting congestion level. Figure 5 is a block diagram showing the mechanism for displaying congestion level, Figure 6 is a flowchart of congestion level data calculation, Figure 7 is a flowchart of train data creation sequence of on-board wireless communication device, and Figure 8 is transmission. FIG. 9 is a flowchart showing the display sequence, FIG. 10 is a block diagram showing the display mechanism, and FIG. 11 is a layout diagram of the load measuring points. 1...Train, 2...Onboard system, 3-1,3
-2... Station, 4... Station control device, 5... Terrestrial wireless communication device, 6... Arrival train congestion level display device, 9...
...Onboard wireless communication device, 10...In-car data control device, 11...Vehicle loading amount detection device, 14...Door close confirmation device, 15...Door close switch, 16...Load amount detection unit, 24... ...Station control device calculation section, 31...
...Arrival train congestion level display device calculation unit, 32-1 to 3
2-n...Display control unit for each car, 33-1 to 33-
n...Display drive unit, 34-1 to 34-n...Display data latch, 35...Display unit, 37...Dolly,
38...Car body.

Claims (1)

[Claims] 1. Load amount measuring means 11, on-vehicle transmission means 10,
13, on-board transmitting means 9, ground receiving means 5,
This is an arrival train congestion level display system comprising ground transmission means 4, 8 and congestion level display means 6, in which the loading capacity measuring means 11 is provided on the train side, and the load capacity measuring means 11 is installed on the train side, and the load capacity measuring means 11 is installed on the train side, and is used for each car while the train is stopping at a station. The on-vehicle transmission means 10 and 13 measure the loading capacity of the loading capacity measuring means 1.
1 and transmits the load data from the load measuring means 11, and the on-board transmitting means 9 transmits the load data transmitted via the on-board transmitting means 10 and 13 to the ground side. The ground receiving means 5 receives the load data from the on-board transmitting means 9 on the ground side. The load amount data received by the means 5 is transmitted to the next stop station, and the congestion degree display means 6 uses the load amount data transmitted via the ground transmission means 4 and 8 to the next stop as congestion degree data. Arrival train congestion level display system that is displayed at stations. 2. The arrival train congestion degree display system according to claim 1, wherein the load capacity measurement is performed by calculating an average value of a plurality of measurement points. 3. The arrival train congestion degree display system according to claim 1, wherein the measurement of the load capacity is started by a door closing confirmation signal while the train is stopped.