JPS608155A - Display system of degree of jam of arriving train - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

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 train congestion level display system.

[Background of the invention]

Conventionally, the congestion level of an arriving train was determined visually by the station staff at the previous station, verbally communicated via communication means such as the telephone, or based on the intuition of the arriving station staff, and was announced to passengers audibly through announcements on the station platform. It had been. Unfortunately, audio broadcasting was not reproducible and had to be broadcast multiple times in order to re-express the information, so it still lacked accuracy. In particular, on routes where trains run parallel to each other, only one side of the route is congested, and even on routes other than 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. In this way, if you concentrate on a crowded door and try to force yourself to board, the train may not be able to depart and the train will stop for a long time if you move towards an empty door, which may cause problems with the train service. be. Still, 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.

[Object of the Invention] An object of the present invention is to provide an arrival train congestion degree display system that allows smooth boarding and alighting and optimal arrangement of station staff.

[Summary of the invention]

The present invention detects the degree of congestion using a load detection mechanism of a variable load device that is used to correct the main motor torque or brake force during acceleration and deceleration in a moving vehicle when the vehicle is stopped. The aim is to ensure smooth boarding and alighting and optimal placement of station staff by displaying the information in a position visible to passengers via the ground data transmission system.

[Embodiments of the invention]

Examples of the present invention will be described below.

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

In the figure, an onboard system 2 having a transmission system for transmitting data on a train 1 includes ground wireless communication devices 5-1, 5-2, . . . . are connected by wireless communication means. This terrestrial wireless communication device 5-1.5-2. . . . includes a station control device 4- which is a terminal of a ground system that performs train operation management and information transmission.
1.4-2. ...... is connected to this station control device 4-14-2. . . . is the arrival train congestion level display device 6-1.6-2. ... is connected. Furthermore, the station tiiU control device 4-1.4-2 is 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 12-1.12-2.・・・・・・
. . 12-n, the in-car data control device 10-1, 10-2. . . . 10-n are connected by a transmission line 13 of an optical fiber cable or a metal cable that runs inside the train. This car data control device 10-1, 10-2---...
10-nKld, vehicle load detection device 11-1, respectively
．． 11-2...11-n are connected. Furthermore, for example, a wireless communication device 9 that transmits train data to the ground wireless communication device 5 is installed in the first vehicle 12-1. 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, 12-2, and
... Performs data collection and delivery control and transmission control on 12-n.

Further, FIG. 3 shows the overall configuration of the arriving train congestion level display device 6 shown in FIG. 1. That is, FIG. 3(A) is an external view when the arriving train congestion level display device 6A is hung from the ceiling of the station platform.

The display section 35A displays, for example, 4 levels corresponding to 4 levels of congestion.
Displayed through different types of colored translucent plates. Also, Figure 3 (B
) is 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 in-vehicle load detection device 11 shown in FIG. That is, the AND gate 17 is connected to the door open confirmation device 14. The door opening switch 15 is connected to the other input terminal of the AND gate 17. Further, the reset terminal CLR of the flip 70 knob 18, the amplifier 20, and the A/D converter 21 are connected to the door close switch 15. Further, the set terminal CLK of the flip-flop 18 is connected to the output terminal of the AND gate 17 . A one-shot pulse generator 19 is connected to the output terminal Q of this flip-flop 18.
This one-shot pulse generator 19 includes a calculation section 10a.
is connected.

On the other hand, the load amount detection section 16 is connected to the A/
A D converter 21 is connected. This person/D converter 21
The output digital signal of the parallel data interface l
The signal is input to the calculation unit 10a via Ob. Also, electricity/
An optical converter 10d is connected to the arithmetic unit 10a via a serial data interface 10c.

The AND gate 17, the Noritsubu flop 18, the one-shot pulse generator 19, the amplifier 20, and the A/D converter 21 constitute the vehicle load detection device 11. interface 101], serial data interface 10C, and 1
The in-car data control device 10 (1q) is formed by the air/light converter 10d.

FIG. 5 shows detailed circuits of the station control device 4 and arrival train congestion level display device 6 shown in FIG.

That is, an arithmetic unit 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 electrical/optical converter 27 converts the optical signal into an optical signal, which is 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 .

Further, the display drive unit 33-1. ..., 33-n and display data latch 34-1. . . . , 34-n, the car number status display control unit 32-1. .......

32-n is connected, each car status display control unit 32-
1. . . . , 32-n are connected to display units 35-1° . . . , 35-n.

This optical/electrical converter 22, a serial data interface 23, an arithmetic unit 24, and a serial data interface 26
and the electric/optical converter 27 constitute the station control device 4. Further, the arriving train congestion degree display device 6 is composed of the optical/electrical converter 28, the serial data interface 29, the display device calculation section 31, the car number state display control section 32, and the display section 35.

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, etc.
..., vehicle loading amount detection device 11- in 12-n
1.11-2. . . . 11-n measures the loading capacity, and each car's in-car data control device 10-1゜10-2.
. . . At 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 on a train stopping at a station, the door open command signal 1 from the door open switch 15
5a and the door open confirmation signal output of the door open confirmation device 14.
A gate 17 performs a logical product. This AND output is input to the flip-flop 18 and latched. This 7 lip-flop 18 is a door open command signal 15h for the door open switch 15.
It is reset by. One shot pulse generator 1
9 catches the rising edge of the latch data of the flip 70 knob 18, generates a rectangular wave pulse, and inputs an interrupt signal 19a to the arithmetic unit 10a of the in-car data control device 10. On the other hand, the load capacity sensor detects the distance between the car body and the lower part of the bogie spring or the rail surface according to the load capacity by, for example, detecting the amount of deflection of the spring, and outputs a DC voltage proportional to the amount of displacement. The output of the section 16 is the door opening command signal 1 of the door opening switch 15.
The data is processed by an amplifier 20 and an A/D converter 21 operated by 5b to become digital parallel data. This displacement data is connected to the parallel data interface 10b of the in-car data control device 10. In response to an interrupt signal 19a output from the pulse generator 19, the calculation unit 10a enters a car congestion degree calculation sequence.

A flowchart of this process is shown in FIG. The flowchart shown in FIG. 6 starts with an interrupt signal 19a input to the calculation section 10a.

First, in step 100, displacement data of the variable load 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 is read is the number of times that can be processed while the vehicle is stopped after the door is opened 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. When the average value is calculated in step 103, in step 104,
The loads are ranked by comparing them with a pre-stored table. The load ranks are classified into, for example, four levels of congestion, which are predetermined based on the average value of the calculated displacement data. Note that the sampling of this variable load data is performed, for example, every 1 m sec, 50 times,
The total measurement time is 5Qme.

Next, in step 105, the car number of the vehicle from which the displacement data was read, a function code indicating that the displacement data is congestion degree data, and a transmission control code A are attached.
) is input into the serial data interface 10C as car number data, 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 IOC is transmitted to the transmission line 13 as optical data by, for example, an electrical/optical converter 10d. Furthermore, the calculation unit 10a transmits the car data, completes the car congestion level calculation sequence, and enters an interrupt wait state, but the calculation unit 10a can continue to execute other program processing; , it is also possible to move to other sequences in succession.

The wireless communication rack @9 receives the data of each car sent to the on-board transmission line 13, and after determining the function code hi, enters the above ground train data creation sequence. This processing flow is shown in FIG. This processing flow starts with an interrupt signal 19a output from the pulse generator 19, and waits for reception of congestion degree data.

At step 200, each car's in-car data control device 10-1, 10-2. ......, receives the car number data transmitted by 10-n. It is determined in step 201 whether or not this car number data has been received a predetermined number of times. If it is determined in this 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. 8(B) is created based on the composition of the car data, In step 203, it is converted into a radio signal and transmitted to the ground radio communication device ff5 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 to which car number data is sent, train data is transmitted from the train 1 that is stopping at the station to the ground wireless communication device 5-1 of the station control device 4-1. The station control device 4-1 discriminates all the function codes B of the received train data as shown in FIG. The station data as shown in FIG. 6(C) with the addition of is sent to the ground transmission line 8 (iJ).

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 by the optical/electrical converter 22, and the serial data interface 23 converts the received data to the calculation unit 2.
Convert to calculation data of 4. 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 according to 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 is electrically/-
)'(S converter 27, optical fiber cable 36, optical/
The congestion degree data is transmitted to the serial data interface 29 of the arriving train congestion degree display device 6 via the electrical converter 28 . This congestion level data has a format similar to the train data shown in Figure 8 (CB).

The operation flow of the arrival train congestion level display device is shown in FIG. The flow illustrated in FIG. 9 is started by receiving a reception interrupt from the serial data interface 29. First, in step 300, a function code for displaying the congestion degree for the station is determined, and if the congestion degree is displayed, the process moves to step 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 or not the received display data is a predetermined number of data. When the predetermined number of data is reached, in step 303, for example, there are four levels of congestion corresponding to the display device. Convert to data and step 3
04, each car status display control unit 32-1.・・・・・・
. . , 32-n display data latches 34-1.・・・・・・
. . , write the predetermined number of cars in sequence to 34-n. 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 reset by a reset command from the station control device 4 via the display device calculation section 31 when the arriving train departs. This latch 34-1. ,...,34
-n output is the display drive unit 33-1. .......

33-n performs voltage level conversion, for example, and displays the display section 35-n.
1, ...-, 35-n, for example, Fig. 3 (B)
Four light bulbs are blinked corresponding to the four levels of congestion as shown in the figure.

According to the embodiment described above, in the on-board system, after repeatedly sampling the load amount as one digital input of the car data control device, the load amount can be calculated as an average value. This has the effect of obtaining accurate loading capacity by averaging the vibrations of 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 open command and the door open confirmation signal, the door opening operation at the station and the closing of all the eggs become the trigger conditions for measuring the loading capacity, and the loading capacity after passengers have boarded and alighted can be calculated. Measurements can be made under conditions with little variation due to Moreover, as shown in the embodiment, the measurement time of 50 milliseconds is sufficiently short compared to the time from the door opening until the train is started, so that stable measurements can be made. Furthermore, as shown in FIG. 10, multiple measurement points are provided, for example, the first
Measuring at the four points shown in Figure 1 increases the accuracy of the average loading amount. FIG. 11(a) is a layout diagram showing an example of a position for measuring the displacement of the distance between the trolley 37 and the unit 38, and FIG. 11(b) is a side view. At this time, the calculating section 10a sequentially samples the loading amount data output from the loading amount detecting sections 16-1, 16-2, 16-3, 16-4, and calculates an average value.

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

The arriving train congestion degree display device 6 installed at the station is connected to the station control device 4 through serial data transmission via 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 section 24 of the station control device 4 only needs to load the congestion degree data into the serial data interface 26.

Further, a plurality of display devices 6 can be connected to the transmission path 36. As a result, both types shown in FIGS. 3(A) and 3(B) can be miniaturized and displayed in a concentrated manner in the station clerk's office, which can be one of the conditions when deciding the station staff placement on the platform.

〔Effect of the invention〕

As described above, according to the present invention, smooth boarding and alighting and optimal arrangement of station staff can be achieved.

[Brief explanation of the drawing]

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, and FIG. 3 is a configuration diagram of a display device.
Figure 4 is a block diagram of the mechanism that detects the degree of congestion, Figure 5 is a block diagram of the mechanism that displays the degree of congestion, Figure 6 is a flowchart for calculating congestion degree data, and Figure 7 is the onboard wireless communication device. Flowchart of the train data creation sequence, Figure 8 is a diagram showing the transmission data, Figure 9 is a flowchart showing the display sequence, Figure 10 is a block diagram showing the display mechanism, Figure 11 is a diagram showing the arrangement of loading capacity measurement points. It is. 1... Train, 2... On-board system, 3-1.3-2
... Station, 4... Station control device, 5... Ground radio communication device, 6... Arrival train congestion level display device, 9... Onboard radio communication device, 10... Data in car No. control device, 11
...Vehicle loading amount detection device, 14...Door opening confirmation device,
15...Door open switch, 16...Loading amount detection unit, 2
4... Station control device calculation unit, 31... Arrival train congestion level display device calculation unit, 32-1 to 32-n... Car status display control unit, 33-1 to 33-n... Display Drive unit, 34-
1 to 34-n...Display data latch, 35...Display section, 37...Dolly, 38...Vehicle body. Kaya 1st eye 2nd hard 3rd eye (A) $6 hard leaf 7 captive potato 8th eye Kaya Yu Tadashi

Claims (1)

[Claims] 1. An in-car data control device provided in each car in the train and including a calculation unit connected to each other by an on-board transmission line, and a calculation unit connected to the transmission line. an on-board data transmission system consisting of an on-board wireless communication device; a wireless communication device disposed at each station that receives telegrams from the on-board data transmission system; In the system, each station control device is controlled by a central command center, and the above-mentioned in-car data control device is used to control the loading of each car while the train is stopping at the station.
1t; a second means for converting the loading amount into congestion degree data and transmitting the data from the on-board wireless communication device to the ground via the on-board data transmission system; a third means for receiving train data from the means and transmitting the congestion degree of the train to a station control device provided at the next stop station via the ground data transmission system; and a fourth means for displaying the congestion level of an arriving train. 2. The arrival train congestion level display system according to claim 1, wherein the load capacity measurement is performed by calculating the average value of a plurality of measurement points. 3. The arrival train congestion level display system according to claim 1, wherein the measurement of the load capacity is started by a door open confirmation signal during a known stop.