JPS636388B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic control signal generation device essential for automatically controlling operation-related electrical equipment in a one-man bus, such as an in-vehicle guidance announcement device, a stop name display, a fare display, etc.

One-man buses operating on routes are equipped with in-board guidance announcement systems, stop name displays, fare displays, ticket issuing machines, fare boxes, and operation-related electrical equipment to enhance passenger service and reduce driver labor. It has been developed one after another and put into practical use by being installed on buses.
This has conversely increased the burden on drivers, and the handling of these devices has become a problem. In order to automate the operation of equipment and reduce the driver's labor, conventional broadcasting magnetic recording tapes record the broadcast content as well as activation or switching signals for fare displays, numbered ticket issuing machines, etc. Generally, a method is adopted in which the fare display, numbered ticket issuing machine, etc. are automatically controlled simply by operating the in-car guidance announcement device during operation. However, the driver has to operate a switch at each stop, and the reality is that complete automation has not yet been achieved.

The present invention provides basic signals (referred to as control signals in this application) necessary for controlling operation-related electrical equipment, such as starting signals for in-train guidance broadcasting devices, fare displays, and switching signals for ticket issuing machines, to drivers. To provide a device that automatically generates the information without any trouble.

Next, the configuration and operation of the control signal generating device of the present invention will be explained based on an embodiment using the drawings.

FIG. 1 is a system diagram of a conventional control system using magnetic tape. The in-train guidance broadcasting device 2 is activated by a step signal from the manual switch 1 and broadcasts guidance, and in parallel with the in-train guidance broadcasting in fare change areas, the fare display device 2 is activated by a control signal recorded on a magnetic tape. 3 and numbered ticket issuing machine 4 to change the displayed fare and numbered ticket number.

FIG. 2 is a system diagram of the control system of the present invention, in which a control signal is generated based on a signal from a distance sensor 5 that generates a pulse proportional to the number of rotations of the wheels of the bus and a door opening/closing signal from a door switch 6. A control signal is emitted from the device 7, and the in-train guidance broadcasting device 2 is automatically activated to perform guidance broadcasting.The control signal recorded on the magnetic tape for guidance broadcasting also activates the fare display 3 and Controls the numbered ticket issuing machine 4.

FIG. 3 shows another embodiment of the present invention, in which the in-train guidance broadcasting device 2, fare display 3, numbered ticket issuing machine 4, etc. are centrally controlled by control signals from a control signal generator 7. be. FIG. 4 shows an example of the configuration of the control signal generating section 7, which includes a control program memory (ROM) 9, arithmetic processing and data editing memory (RAM) 10, an input/output port 12, an input port 13, and an output port 17. is connected to a central processing unit (CPU) 8 via a bus 16. Connected to the input/output port 12 is a data memory (ROM) 11 that stores data on standard distances between stops and control signals. Further, the input port 13 receives the designation of the route number through the terminal 14, the required number of signal generation between stops from the terminal 15, the distance pulse signal from the distance sensor 5, and the door opening/closing signal from the door switch 6. Ru. On the other hand, from the output port 17, control signals are sent to the in-vehicle guidance broadcasting device 2, fare display 3, and numbered ticket issuing machine 4, respectively.

Next, the operation of the apparatus of the present invention will be explained by simulating an actual route operation. Distance sensor 5 at the start of operation
A travel distance signal proportional to the number of wheel rotations emitted from the ROM 11 is accumulated, and based on the standard distance data stored in the ROM 11, a required control signal is emitted every time a predetermined distance is traveled, and a fare display, a numbered ticket issuing machine, Controls the stop name display, etc. However, when measuring travel distance using the number of rotations of the wheels, the measured value is greatly affected by tire air pressure, the number of passengers, road surface conditions, and the like. Therefore, in order to ensure measurement accuracy, it is necessary to appropriately correct the measured value by comparing it with the standard distance. In the present invention, the distance traveled (Dr) based on the signal from the distance sensor 5 is compared with the standard distance (Ds) of the section stored in the ROM 11 every time the distance is traveled between stops, and the standard distance between the next stops is calculated. is corrected by multiplying by Dr/Ds, and the control signal is generated using this as a reference instead of the standard distance.

Figure 5 shows an example of a service route starting at stop number 031 and ending at 036, with the numbers between each stop indicating the standard distance. b is the case where the control signal is issued once between stops, and c is the case where the control signal is issued twice.

Figure 6 shows an example of storage in the ROM 11, where a indicates a case where only a start signal for the in-train guidance broadcasting device is generated as a control signal (configuration shown in Figure 2), and b indicates a case where a fare display and a numbered ticket issuing machine are generated in addition to the control signal. (configuration shown in FIG. 3).

FIG. 7 is an example of calculation for generating a control signal using the data shown in FIG. 6b. FIG. 7a shows the result of correction based on the distance traveled between each stop. For example 032
The distance traveled between the stop and the 033 stop is 0.
Assuming that the measured distance pulse from the time the door closes at stop 32 to the time the door opens at stop 033 is 760m, and the corresponding standard distance stored in ROM11 is 800m, the distance between the next stops is 760m. The correction coefficient is 760/800=0.95, 632×0.95
=600 (m) is the corrected distance between 033 and 034 in this case. Therefore, if a signal is generated once between one stop, 600 minutes after departure from 033 stop.
A control signal is generated at a point of ÷2=300m, and if it is generated twice, a control signal will be generated at a point 200m and 400m after departure from the 033 stop. In this example, the signal generation point is set to be 1/2, 1/3, or 2/3 of the distance after departure from the stop for convenience of explanation, but this can be set at any ratio.

Figure 7b shows a case where the distance is corrected based on the total distance traveled to the previous station. For example, the distance traveled between 031 stop and 033 stop is 1282 m,
If the standard distance for the same section is 1356m, the corrected distance between the next 033 and 034 stops is:
1282/1356×632=598 (m), and the control signal generation point is calculated based on this corrected distance.

In addition, in the case of passing through a stop, the difference between the mileage distance at the previous stop and the standard distance is added to the corrected distance to the passing stop, and when the mileage reaches the added distance value, the stop is passed. It is determined that the vehicle stops at a stop, and the calculation process is performed in the same way as when the vehicle stops at a stop.

If necessary, ROM9 can also issue control signals twice between stops, controlling the fare display with the first signal and controlling the on-board guidance announcement device and numbered ticket issuing machine with the next control signal. This can be easily done by changing the program.

In addition, when one vehicle operates on multiple routes,
By packing the ROM 11 for each route and replacing it using the plug-in method, it is possible to use inexpensive memory with a small storage capacity, which is economical.

As explained above, by using the control signal generating device of the present invention, it is possible to automatically control the operation-related equipment in a one-man bus, etc., with almost no intervention on the part of the driver. The driver can be freed from miscellaneous duties and can concentrate on safe driving.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of a conventional device, Fig. 2 is an embodiment of the device of the present invention, Fig. 3 is another embodiment, Fig. 4 is a block diagram of a control signal generation section, and Fig. 5 is an operation diagram. An example of a route, FIG. 6 is an example of control data storage, and FIG. 7 is an example of calculation. 1...Manual switch, 2...In-vehicle guidance broadcasting device, 3
... Fare display, 4... Numbered ticket issuing machine, 5... Distance sensor, 6... Door switch, 7... Control signal generator, 8
...Central control unit, 9...Control program memory, 11
...data memory.

Claims (1)

[Claims] 1. The distance traveled between stops is determined by a signal from a distance sensor that generates a pulse proportional to the number of rotations of the wheels of a bus, train, etc., and a door signal that is generated when the door opens and closes. , calculate the correction coefficient by comparing the value with the standard distance between the stops recorded in advance, and calculate the correction distance between the next stops by multiplying the standard distance between the next stops by this correction coefficient. ,
A control signal generating device for a bus or the like, which generates control signals for an in-vehicle guidance broadcasting device, a fare display, a numbered ticket issuing machine, etc. at required points between stops based on this corrected distance. 2. A control signal generating device for a bus or the like according to claim 1, wherein the correction coefficient is calculated based on the total distance between a plurality of stops before the stop or passing stop.