JPH10217968A - Train congestion degree indication method and its indication system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide more accurate information on the degree of congestion for each rolling stone of a train arriving at for passengers waiting for the net train on the platform of a station. SOLUTION: The weight of passenger per rolling stone is continuously measured for the measuring period of time T from time when a train 11 arrives at each station 15 until time when the train leaves the station, the number of passengers except those having left the train Naij corresponding to the minimum weight which is continuously measured during the measuring period of time per rolling stock, and the number of passengers all aboard Nbij corresponding to the weight at the time when measuring has been over, are obtained first. The estimated number of passengers leaving the train Bij+1 at the nest station, which can be obtained based on the actual number of passengers leaving a train in the past, is subtracted from the number of passengers all aboard obtained as mentioned above for the present station, the number of remaining passengers Cij+1 per rolling stock at the next station is thereby computed, the number of remaining passengers per rolling socke is made a congestion condition Dij+1 per rolling stock, and it is outputted so as to be indicated for an indication device 17 at the next station.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention employs a train congestion degree display method and a train congestion degree display method for displaying, on a display device, the congestion status of a train arriving next for a passenger waiting for a train at a platform of a railway station. Train congestion degree display system.

[0002]

2. Description of the Related Art In a commuter train near a city, for example, when a train stops at a platform, many passengers ride on the vehicle that stops near the exit or entrance of the platform, and the occupancy rate increases. Vehicles located in the middle of the platform carry few passengers.

[0003] As a result, the congestion of only a part of the trains of the train increases, and not only the transportation efficiency of the passengers decreases for the railway company, but also the passengers are forced to commute uncomfortable.

In order to solve such inconveniences, the congestion degree (occupancy rate) of each vehicle in the next arriving train is measured, and for example, each vehicle is displayed on an electric light indicator mounted above a platform or a ticket gate. A proposal has been proposed in which the degree of congestion (ride rate) is displayed for each vehicle to alert the driver to avoid a vehicle crowded by passengers and to ride on an empty vehicle (Japanese Patent Laid-Open No. 2-133278).
No.).

That is, as shown in FIG. 8A, when a train 1 including a plurality of vehicles 2 stops at a platform of a station,
Since the stop position of each vehicle 2 at the platform is predetermined, a load detector 4 is attached to the stop position of each vehicle 2 on the rail 3, and the weight of the vehicle obtained by each load detector 4 is measured. Then, the arithmetic controller 5 calculates the number of passengers of each vehicle 2, and further divides the number of passengers by the capacity of the vehicle to calculate the occupancy rate (degree of congestion) for each vehicle. Then, the calculated riding rate (congestion degree) of each vehicle is transmitted to the next station.

At the next station, the occupancy rate (degree of congestion) of each vehicle of the next train arriving at the platform received from the previous station is shown in FIG.
As shown in (b), the information is displayed on the electronic display 7 at a position above the platform or the ticket gate.

Therefore, a passenger at the platform or a passenger entering the platform from the ticket gate can immediately determine which vehicle is crowded in the next train arriving at the platform, and can move to a position where the vacant vehicle stops. It is.

[0008]

However, the method for displaying the degree of congestion of each vehicle in the train shown in FIG. 8 has the following problems to be improved. In other words, there are many passengers getting off trains at transfer stations and large stations, and on trains passing through this station, the number of passengers of each vehicle decreases significantly at the time of departure from this station, and In some cases, it may be meaningless to display the boarding rate (congestion degree) of each vehicle shown in FIG. 8B that prompts the boarding passenger to change the boarding vehicle. On the other hand, there is a concern that the passengers are forced to move as a result without having to move from home, and that the service to the passengers is adversely affected.

As a result, there is a concern that the uneven distribution of the occupancy rate among the vehicles in one train is further increased, the time required for passengers to get on and off is increased, and the transportation efficiency of the entire railway transportation business is reduced.

Also, for example, when a transfer passage for another line at a transfer station is present at a specific position of the platform, the rate of congestion of vehicles stopped near the transfer passage is extremely high. At the time when most passengers of this vehicle get off and depart from this station, the occupancy rate (congestion degree) of the vehicle may extremely decrease.

[0011] In such a case, it is preferable that the passenger in the platform board the vacant vehicle. But,
The display guide indicates that the riding rate (congestion degree) of the vehicle is extremely high. Therefore, there is a concern that the passengers in the platform may be consequently misplaced.

The present invention has been made in view of such circumstances, and by continuously measuring the passenger weight of each vehicle, the number of remaining passengers after the passenger gets off each vehicle at the next station can be predicted. The number of remaining passengers can be displayed as congestion, more useful information can be provided to train waiting passengers at the platform of the station, and the occupancy rate among vehicles within one train can be made uniform, and as a whole, It is an object of the present invention to provide a train congestion degree display method and a train congestion degree display system that can improve the transportation efficiency of trains.

[0013]

According to the present invention, there is provided a train congestion degree display method according to the present invention, in which the number of passengers of each vehicle during a measurement period from when a train arrives at each station to when the train departs from the station is determined. The weight is measured continuously, and the number of passengers after dismounting corresponding to the minimum weight of each continuously measured vehicle during the measuring period and the number of passengers after dismounting corresponding to the weight at the end of the measuring period are obtained. From the number of passengers after boarding, subtract the predicted number of passengers at the next station obtained from the past number of passengers getting off, calculate the number of remaining passengers of each vehicle at the next station, and calculate the number of remaining passengers of each vehicle at the calculated station Is displayed on the display device of the next station as the congestion status of each vehicle.

Further, in the train congestion degree display system of the present invention, a passenger weight measuring device for continuously measuring the passenger weight of each vehicle during a measurement period from when the train arrives at each station to when the train leaves the station, Passenger number extraction means for obtaining the number of passengers after dismounting corresponding to the minimum weight in the measuring period of each vehicle continuously measured by the passenger weight measuring device and the number of passengers after getting off corresponding to the weight at the end of the measuring period, and Subtract the number of passengers after getting off at any station obtained by the passenger number extraction means when arriving at the arbitrary station from the number of passengers after getting on the previous station obtained by the passenger number extraction means when arriving at the station just before the arbitrary station. Means for calculating the actual number of disembarking passengers of each vehicle at an arbitrary station, an actual disembarking number of passengers memory for storing the actual number of disembarking passengers of each vehicle calculated for each station, and the current Station ride Remaining passenger number calculating means for calculating the number of remaining passengers of each vehicle at the next station by subtracting the predicted number of getting off passengers of the next station obtained from the actual number of getting off passengers of the next station stored in the actual number of passengers getting off memory from the number of rear passengers. And display control means for displaying the calculated number of remaining passengers of each vehicle as a congestion state of each vehicle on a display device of the next station.

The principle of calculating the degree of congestion of arriving trains at each station of the train congestion degree display method and the display system configured as described above will be described. When the train arrives at one station and the door of the vehicle opens, the passenger getting off at this station gets off the vehicle, and the passenger weight of the vehicle temporarily decreases. Then, when all the passengers who get off at the station get off, the passengers who get on from the station next get on the vehicle, and the passenger weight increases.
Then, when the door closes and the train leaves the station, the passenger weight becomes constant.

The number of passengers after getting off the train can be obtained from the minimum weight during the measurement period from the arrival of the train at the station to the departure from the station, and the number of passengers after boarding can be obtained from the weight at the end of the measurement period. Therefore, by subtracting the number of passengers after getting off at this station from the number of passengers after getting on at the previous station, the number of getting off passengers of each vehicle at this station can be calculated. In this way, the number of getting off passengers of each vehicle at each station can be accumulated as past performance data.

Then, the number of remaining passengers of each vehicle at the next station can be predicted by subtracting the predicted number of passengers getting off at the next station from the number of passengers after getting on each vehicle obtained at the current station. The number of remaining passengers is the actual congestion degree at the time when the passenger gets off each vehicle at the next station.

Therefore, even if the occupancy rate (congestion degree) of a specific vehicle is high at the current station, if the number of passengers getting off from the vehicle at the next station is expected to be large based on past results, At the next station, the degree of congestion of the vehicle is displayed as low. Conversely, when the predicted number of getting off passengers is small, the displayed congestion degree is kept high. In this way, the passenger waiting for the train at the platform can check the correct occupancy rate (congestion degree) of the vehicle that he or she is going to get on.

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a train congestion degree display system adopting the train congestion degree display method of the embodiment.

A train 1 running on a rail 10 of a railway track
1 is composed of, for example, a plurality of vehicles 12 exceeding 10 cars. Each vehicle 12 has a vehicle number i in order from the top.
(I = 1, 2, 3, 4,...). And
Below the floor of each vehicle 12, a weigh scale 13 for measuring the weight of the vehicle 12 is installed. Vehicle weight in a state where a passenger is not at all ride is measured in advance, passenger weight of only passenger weighing scale 13 by subtracting the vehicle weight from the measured weight W _i
(I = 1,2,3,4 ...) is output. Each weighing scale 1 of each vehicle 12
Passengers of each vehicle 12 output from 3 weight W _{i (i} = 1,2,3,
4.) are transmitted to the transmission data generator 14 of the leading vehicle 12.

When receiving the passenger weight W _i from each weighing scale 13, the reception data creating section 14 performs predetermined data processing on each passenger weight W _i and sends the data processing result to the data transmitting device 18. The data transmitting device 18 transmits the data processing result received from the received data
To output radio waves.

The data processing result output from each train 11 by radio waves is received by a data receiving device 22 of a management center 21 installed at, for example, the headquarters of a railway company via an antenna 20 laid along the railway line. Data receiving device 22
Sends the data processing result received from each train 11 to the data processing device 23. The data processing device 23 performs data processing on the data processing result using the contents stored in the database 24 and the buffer memory 25.

On the other hand, a plurality of stations 15 from the first station to the last station are provided along the railway line. At each station 15,
Station numbers j (j = 1, 2, 3, 4,...) Are assigned in order from the first station to the last station along the traveling direction of the train 11. Then, as shown in FIG.
At the upper position of each of the home entrances, a display 17 constituted by an electric display panel is attached.

As shown in FIG. 3, each indicator 17 has two types of train patterns 26, which correspond to each traveling direction of the train.
27 is displayed. Each of the train patterns 26 and 27 includes a plurality of vehicle patterns 26a and 27 from the leading vehicle to the trailing vehicle.
b. And each vehicle pattern 26a,
26b is the next train 1 arriving at this platform 16
1 is displayed in a color corresponding to the congestion degree of each vehicle 12. For example, [green] indicates a normal state without congestion, [yellow] indicates congestion, and [red] indicates large congestion.

Next, detailed operations in each section will be described in order. FIG. 4 shows a period from the arrival of the train 11 at the platform 16 of the station 15 to the departure of the station 15 (measurement period T).
FIG. 7 is a diagram showing a change in the passenger weight W _i (i = 1, 2, 3, 4,...) Of each vehicle 12 in FIG. When the train 11 arrives at the platform 16 of the station 15 and the door opens, the passenger gets off and the passenger weight W _i
At the time when all the disembarking passengers get off, the passenger weight _Wi
Indicates the minimum value. This minimum value is assigned to the corresponding station 15 (station number j)
_Is defined as the passenger weight _Waij after getting off of the corresponding vehicle 12 (vehicle number i). Also, after all the getting off passengers,
The customer waiting at the platform 16 of the corresponding station 15
The passenger weight W _i is increased and boarding. Then, all of the guests to ride, the door is closed, the train 11 is defined as the corresponding station 15 (station number j) departure point in time passenger weight W _i after boarding the passenger weight W _bij in the.

Therefore, the previous station 15 (station number j-
If the post-ride passenger weight W _bij-1 is known, the corresponding station 1
The getting-off passenger weight W _cij that _gets off at 5 (station number j) is obtained by calculation.

Each weighing scale 13 of each vehicle 12 detects a measurement period T corresponding to a stop period of the train 11 from a speedometer or the like,
Passenger weight W _i in the measurement period T is measured continuously, and sends it to the transmission data generation section 14.

The transmission data generator 14 of each train 11 constantly monitors the running position of its own train 11, and
When 1 arrives at the platform 16 of the station 15, the station number j of the station 15 can be grasped.

Then, the transmission data generator 14 executes data processing according to the flowchart shown in FIG. In S (step) 1, when the train 11 arrives at the platform 16 of the j-th station 15, the continuous passenger weight W _ij (i = 1,2,3) during the measurement period T from each weighing scale 13 of each vehicle 12. ,Four,
..) Is received (S2). Next, alighting after passenger weight at each vehicle 12 from each successive passenger weight _{W ij W aij (i = 1,2,3} ,
4,...) Are detected (S3), and the passenger weight W
_bij (i = 1, 2, 3, 4,...) is detected (S4). Then, the train number specifying the own train 11, the detected passenger weight W _aij (i = 1, 2, 3, 4,...) And the detected passenger weight W _bij
(I = 1, 2, 3, 4,...) Is transmitted to the management center 21 via the data transmission device 18 (S5).

The data receiving device 22 of the management center 21 receives the train number received from each train 11 and the passenger weight _Waij after getting off.
And the post-ride passenger weight W _bij are sent to the data processing device 23.

As shown in FIG. 5, the database 24 of the data processing device 23 has a memory 28 for the number of actual getting off passengers, a memory 29 for the actual number of passengers, and a train operation information memory 30.

Each station 15 is stored in the actual
Each vehicle 12 at (station number j = 1, 2, 3, 4,...)
(Vehicle number i = 1, 2, 3, 4,...) Is stored as the number of passengers getting off in the past. Similarly, the actual number of passengers of each vehicle 12 at each station 15 is stored in the actual number of passengers memory 29. Further, the train operation information memory 30 stores, for each train number, each station 1 of the corresponding train 11.
Operation schedules related to train operation, such as the arrival platform (stop line), arrival time, departure time, and the like in 5 are stored.

In the buffer memory 25, the current station 15 (station number j) received from each train 11 and the previous station 15
Passenger weight _Waij , W after getting off at (station number j-1)
_aij-1 and the post _- ride passenger weights W _bij and W _bij-1 are stored and stored.

Then, the data processing device 23 executes data processing according to the flowchart of FIG. First, in Q1, the data processing unit 23 receives a single train 11 j th passengers after getting off the train number in the relevant station 15 immediately after departure of the station 15 from the weight W _aij and boarding after the passenger weight W _bij ,
The train operation information memory 30 of the database 24 is searched (Q2), and the next station 15 (station number j + 1) of the corresponding train 11 and the stop line (stop platform) at the next station 15 are determined (Q3).

Next, the average weight per passenger is, for example, 6
Since the passenger weight W _aij after getting off and the passenger weight W _bij after getting off are statistically determined in advance such as 0 Kg, the j-th station 1
Then, the number of passengers after getting off _Naiij (i = 1, 2, 3, 4,...) And the number of passengers after getting on N _bij (i = 1, 2, 3, 4,...) _Are calculated (Q4).
The obtained and drop-off after passengers N _aij and boarding after passengers N _bij stores held in the buffer memory 25 (Q5).

Next, the actual number of exiting passengers E _{ij + 1} of each vehicle 12 (vehicle number i = 1, 2, 3, 4,...) At the next station 15 (station number j + 1) is obtained from the actual exiting passenger number memory 28 of the database 24. (Q6), and reads the read actual number of passengers E _{ij + 1} to the predicted number of passengers B _{ij + 1} (i =
1,2,3,4, ...) (Q7). Then, the prediction alighting arrivals B _{ij + 1} next station 15 the number predicted residual for each passenger vehicle 12 in the relevant train 11 in (station number j _{+ 1)} C _ij + 1 using
(I = 1, 2, 3, 4,...) Are calculated using the following equation (Q8).

C _{ij + 1} = N _bij −B _{ij + 1} i = 1,2,
3,4, ... Predicted remaining passenger number C at the next station 15 (station number j + 1)
_{When ij + 1} is obtained, the predicted remaining passenger number C _{ij + 1} is calculated for each vehicle 1
2 and the congestion degree (riding rate%) D _{ij + 1} of each passenger 12 (i = 1, 2, 3, 4,...) At the next station 15 (station number j + 1) before the passenger gets on the vehicle (I = 1, 2, 3, 4,...) Are calculated (Q9).

D _{ij + 1} = C _{ij + 1}員 capacity × 100 (%) The calculated congestion degree D _{ij + 1} (i = 1,2,3,
4,...) Are transmitted to the next station 15 (station number j + 1) together with the train number (Q10).

Next, the actual number of _exiting passengers E _ij (i = 1, 2, 3, 4,...) Of each vehicle 12 at the current station 15 (station number j) is stored in the buffer memory 25 immediately before. The number of passengers N _bij-1 after boarding at the station 15 (station number j-1) and the current station 15
It is calculated by the following formula using the number of passengers _Naiij after getting off at (station number j) (Q11).

E _ij = N _bij−1 −N _aij i = 1,2,3,4,... Then, in Q12, the calculated actual number of getting off passengers E _ij
Is corrected. That is, when the vehicles 12 are congested, the train 11 arrives at the platform 16 and each vehicle 1
When the door 2 is opened, even if the customer near the door does not get off at the station 15, the passenger once gets off to the platform 16, and after all the getting off passengers get off, he gets on the same vehicle 12 again. In such a case, the measured number of passengers after getting off _Naiij becomes smaller than the actual number. As a result, the calculated actual number of getting off passengers E _ij
Is more than it really is. The number of passengers who drop off to the platform 16 once is empirically determined to be a substantially constant value in accordance with the post-ride passenger number N _bij-1 indicating the degree of crowding of each vehicle 12 after departure at the front station 15 and is calculated. from the track record getting off the number of customers E _ij subtracting the number of passengers.

Then, the actual number of getting off passengers E _ij after the correction
(I = 1, 2, 3, 4,...) Are registered in the actual number of passengers getting off memory 28 of the database 24 (Q13). Specifically, the corresponding average number of passengers in the actual number of exiting passengers memory 28 is learned by the corresponding actual number of _{exiting passengers Eij} , and updated to a more accurate value.

Next, the actual number of passengers F _ij (i = 1, 2, 3, 4,...) Of each vehicle 12 at the current station 15 (station number j) is stored in the buffer memory 25 and the number of passengers after getting off the vehicle. It is calculated using _Naij and the number of passengers after riding _Nbij (Q14).

F _ij = N _bij −N _aij i = 1,2,3,4,... The obtained actual number of passengers F _ij is registered in the actual number of passengers memory 29 of the database 24 (Q 15).

The actual number of passengers F _ij of each station 15 and each vehicle 12 registered in the actual number of passengers memory 29 will be used later as reference data for train schedule formation and station building construction at the corresponding railway company.

As described above, one train 11 is connected to one station 15
Next station 15 (station number j) when departure (station number j)
Since the calculation processing of the congestion degree D _{ij + 1} of each vehicle 12 before boarding in (+1) has been completed, the station number j is updated (Q16), and Q
The process returns to 1 and waits for data reception from the next station 15.

The train number and the congestion degree D _{ij + 1} (i = 1, 2,
, 3), the data receiving device 31 of the next station 15 (station number j + 1) receives the congestion degree D _{ij + 1} (i = 1, 2, 3, 4, 4, 5) before boarding.
…) Is displayed on the display 17 of the platform 16 where the train 11 arrives.
As shown in FIG. 3, each vehicle pattern 26 of each vehicle 12
a and 27b are displayed in different colors.

For example, [green] indicates a normal state without congestion, [yellow] indicates congestion, and [red] indicates large congestion.
The congestion degree D when each of the vehicle patterns 26a and 27b is displayed in a different color [green], [yellow], and [red].
Each boundary value (display range) of _{ij + 1} is determined by each railway company based on past results.

In the train congestion degree display system adopting the train congestion degree display method thus configured, the train 17 is displayed on the display 17 above the platform 16 at each station 15 and then arrives at the platform 17. The congestion degree D _ij of each vehicle 12 of the train 11 is calculated based on the number of post-ride passengers N _bij-1 obtained from the post-ride passenger weight W _bij-1 measured at the previous station 15 and the corresponding vehicle 12 at this station 15. From the estimated remaining number of passengers C _ij at the station obtained by subtracting the expected number of getting off passengers B _ij from the station.

Therefore, the passengers waiting for the arrival of the train 11 at the platform 16 are not at the congestion degree where the passengers arriving at the platform 16 and getting off at the station 15 are still on board. The congestion degree _Dij after the disembarking passenger gets off each vehicle 12 is displayed. Therefore, from now on
The exact congestion degree of the vehicle 12 to be boarded can be grasped,
The congestion degree between the vehicles 12 of the train 11 departing from the station 15 can be further uniformed.

As a result, uncomfortable commuting for passengers can be avoided at all, and the time required for passengers to get off and get on each train 11 can be shortened for the railway company, and overall transportation efficiency can be improved.

The present invention is not limited to the embodiment described above. For example, a control program for executing each data processing in the data processing device 23 of the management center 21 and the transmission data creating device 14 of the train 11 is, for example, FD.
(Floppy disk) or a recording medium such as CD-R0M.

[0052]

As described above, in the train congestion degree display method and train congestion degree display system of the present invention, the passenger weight of each vehicle at the current station is continuously measured, and the passengers get off from each vehicle at the next station. The number of remaining passengers after
The number of remaining passengers is displayed at the next station as congestion.

Therefore, it is possible to provide a train waiting customer at the platform of the next station with more useful information for grasping the exact congestion state at the time of boarding of the vehicle to be boarded, and for the railway company as well. The occupancy rate between each vehicle in the train can be made uniform, and the overall transportation efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a train congestion degree display system employing a train congestion degree display method according to an embodiment of the present invention.

FIG. 2 is a diagram showing an arrangement position of a display device with respect to a station platform in the system of the embodiment.

FIG. 3 is a diagram showing display contents of the display.

FIG. 4 is a diagram showing passenger weight characteristics of each vehicle from arrival at a train station to departure.

FIG. 5 is a view showing storage contents of a database of the system of the embodiment.

FIG. 6 is a flowchart showing the operation of the transmission data creation device in the train of the system of the embodiment.

FIG. 7 is a flowchart showing an operation of the data processing device in the management center of the system according to the embodiment;

FIG. 8 is a diagram showing a conventional congestion degree display method for each vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 11 ... Train 12 ... Vehicle 13 ... Weight scale 14 ... Transmission data creation device 15 ... Station 16 ... Home 17 ... Display 21 ... Management center 23 ... Data processing device 24 ... Database 28 ... Actual number of passengers getting off

Claims (2)

[Claims] 1. A passenger weight of each vehicle is continuously measured during a measurement period from when a train arrives at each station to when the train departs from the station, and corresponds to a minimum weight of each continuously measured vehicle during the measurement period. The number of passengers after getting off and the number of passengers after boarding corresponding to the weight at the end of the measurement period are calculated, and the number of passengers getting off at the current station is calculated from the number of passengers after getting on at the current station. Subtract
A train congestion degree display method, comprising: calculating the number of remaining passengers of each vehicle at a next station; and displaying the calculated number of remaining passengers of each vehicle as a congestion state of each vehicle on a display device of the next station. 2. A passenger weight measuring device for continuously measuring the passenger weight of each vehicle during a measurement period from when the train arrives at each station to when the train departs from the station, and the passenger weight measuring device continuously measures the passenger weight. Passenger number extraction means for finding the number of passengers after getting off corresponding to the minimum weight of each vehicle during the measurement period and the number of passengers after getting off corresponding to the weight at the end of the measurement period, and the train arrives at the station immediately before any station The number of passengers after getting off at any station obtained by the passenger number extracting means when arriving at the arbitrary station is calculated by subtracting the number of passengers after getting off at the arbitrary station from the number of passengers after getting on the previous station obtained by the passenger number extracting means at the time of arrival. The actual number of passengers calculating the number of passengers, the actual number of passengers memory storing the actual number of passengers of each vehicle calculated for each station, and the number of passengers after boarding the current station determined by the number of passengers extraction means , The actual alighting By subtracting the predicted alighting arrivals next station obtained from actual dismounting arrivals stored next station number memory,
A remaining passenger number calculating means for calculating the number of remaining passengers of each vehicle at the next station, and a display control means for displaying and outputting the calculated number of remaining passengers of each vehicle as a congestion state of each vehicle on a display device of the next station. Equipped train congestion level display system.