KR20190072756A - A system for informing crowdedness of subway - Google Patents

Abstract

Disclosed is a system for informing subway congestion comprising: a load sensor provided to each of a plurality of passenger cars in the subway and detecting a load of the passenger car; a congestion calculation unit calculating the congestion degree of the passenger car from the detected load; a display device provided at a platform of a subway station to which the subway enters and displaying operation information of the subway; and a congestion degree display processing unit displaying on the display device the congestion degree calculated by the congestion calculation unit.

Description

A system for informing crowdedness of subway

The present invention (Disclosure) relates to a subway congestion notification system.

Herein, the background art relating to the present invention is provided, and they are not necessarily referred to as known arts.

The subway is a railway that has tunneled underground in order to ease traffic congestion in big cities and to operate at a high speed.

The subway is one of the most popular means of transportation currently used by people and is used by millions of people a day in large cities.

The subway moves along a predetermined route and stops at a plurality of subway stations formed within the route for a predetermined time to get on and off the passengers.

The subway has a structure in which a plurality of passenger cars are connected to each other, and a space capable of accommodating passengers is formed inside the passenger car.

A plurality of doors are installed on the carriage, and are automatically opened and closed when the carriage stops at the subway station.

Passengers wait for the subway at the platform of the subway station and get on the carriage when the door is opened after the carriage arrives at the predetermined position.

Inside the carriage, there are provided a plurality of knobs for a chair for a passenger to sit on and a passenger to stand up.

However, there is a limit to the number of passenger cars that can be connected when the subway is operated. Therefore, the number of passengers on a subway increases rapidly while the number of subway passengers is limited, while the number of subway passengers is limited.

Even if the number of passengers increases, there is no problem to the certain number of passengers. However, if more passengers ride on a single carriage, the distance between the passengers becomes narrower, so the discomfort of the passengers increases and there is a risk of safety accidents.

Particularly, due to a phenomenon in which a passenger is driven by a passenger car stopped close to a platform entrance and exit stairs, a large number of passengers are repeatedly mounted on a specific passenger car, so that the load applied to the passenger coach is increased and the wear is concentrated .

1. Japanese Patent Application Laid-Open No. 2000-190847

Disclosure of the Invention The object of the present invention is to provide a subway congestion notification system capable of evenly distributing passengers to a coach in a subway.

It is another object of the present invention to provide a subway congestion notification system that can prevent a safety accident by lowering the congestion of the carriage.

Another object of the present invention is to provide a subway congestion notification system in which satisfaction of passengers using the subway can be increased.

It is another object of the present invention to provide a subway congestion notification system which can prevent a phenomenon in which passengers are concentrated on a specific carriage and the wear is concentrated.

The present invention is not intended to be exhaustive or to limit the scope of the present invention to the full scope of the present invention. of its features).

In order to solve the above problems, a subway congestion notification system according to an aspect of the present invention is provided with a load sensor provided in each of a plurality of coaches of a subway, and sensing a load of the coach; A congestion degree calculating unit for calculating the congestion degree of the carriage from the sensed load; A display device provided at a platform of a subway station in which the subway enters, and displaying driving information of the subway; And a congestion degree display processing unit for displaying the congestion degree calculated by the congestion degree calculation unit on the display device.

According to the present invention, since the congestion degree of a passenger arriving at a passenger waiting for a passenger is informed at the platform of the next station, the passenger can be evenly distributed to the passenger car by inducing the passenger to board the passenger car actively less congested .

In addition, since the passenger is concentrated on a specific carriage to prevent the congestion degree from increasing, there is an effect that the risk of a safety accident is eliminated and the passenger can feel comfort.

Also, there is an advantage that the maintenance cost is reduced by preventing the load from concentrating on a specific carriage to induce a similar amount of wear to each carriage.

1 is a view showing a configuration of a subway congestion notification system according to a first embodiment of the present invention;
Fig. 2 is a view showing information displayed on the display device of Fig. 1; Fig.
3 is a view showing an arrangement of a load sensor of a subway congestion notification system according to a second embodiment of the present invention.
4 is a view showing information displayed on a display device of a subway congestion notification system according to a second embodiment of the present invention.
5 is a view showing an arrangement of a load sensor of a subway congestion notification system according to a third embodiment of the present invention.
6 is a view showing information displayed on a display device of a subway congestion notification system according to a third embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a subway congestion notification system according to the present invention will be described in detail with reference to the drawings.

It is to be understood, however, that the scope of the present invention is not limited to the embodiments described below, and those skilled in the art of the present invention, other than the scope of the present invention, It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention.

In addition, the terms used below are selected for convenience of explanation. Therefore, the technical meaning of the present invention should not be limited to the prior meaning, but should be properly interpreted in accordance with the technical idea of the present invention.

FIG. 1 is a view showing a configuration of a subway congestion notification system according to a first embodiment of the present invention, and FIG. 2 is a view showing information displayed on the display device of FIG.

Hereinafter, a subway to which four carriages are connected will be described as an embodiment to explain the concept of the present invention. However, the idea of the present invention is not limited to this, but it can be applied to a subway to which a plurality of passenger cars are connected.

1 and 2, a subway system 10 to which a subway congestion notification system according to a first embodiment of the present invention is applied includes four carriages 11, 12, 13, and 14, and a first subway station 51 To the second subway station 52 along the rail.

The carriages 11, 12, 13 and 14 are connected to each other, and a driver is provided on the lower side of each carriage so that the carriage can move along the rails.

The first carriage 11 is provided with a plurality of the driving units on the lower side of the first carriage 11 and the driving unit includes a wheel 113 rolling on the rail, And a frame 111 is included.

The frame 111 may be provided with a motor / brake or the like capable of driving / braking the wheel 113.

A support portion 115 for supporting the load of the first carriage 11 is formed on the frame 111. That is, the load of the first carriage 11 is sequentially transmitted to the frame 111 and the wheel 113 through the support portion 115.

A load sensor 119 for sensing a load of the first carriage 11 applied to the support portion 115 is provided at one side of the support portion 115. At this time, a plurality of load sensors 119 are provided to calculate an accurate load of the first carriage 11, and an average value thereof may be used as a load of the first carriage 11. Also, the load sensor 119 is connected to the congestion degree calculating unit 30 to be described later, and transmits the detected load value to the congestion degree calculating unit 30.

The above configuration is also applied to the second carriage 12, the third carriage 13, and the fourth carriage 14 in the same manner.

The subway 10 is provided with a congestion degree calculating unit 30 for calculating the congestion degree of the carriages 11, 12, 13 and 14.

Here, the congestion degree calculating unit 30 is provided in the subway 10 only by way of example, and may be provided not only to the subway, but also to the subway station or an organization responsible for the subway operation. That is, the idea of the present invention relates to the calculation of the congestion of the carriages 11, 12, 13, and 14 themselves.

In detail, the congestion degree calculating unit 30 calculates the number of passengers on the basis of the load of the passenger car, and calculates the congestion degree of the passenger carriage. Here, the congestion degree can be defined as the degree to which the passenger is carried on each carriage. For example, if the number of passengers when occupying all of the chairs and handles provided to the carriage is A and the number of passengers currently boarding the carriage is B, the congestion degree can be defined by the following equation The name A can be viewed as the garden of the carriage, the name A is merely an example, and the garden can be variously defined according to the environment in which the subway 10 is provided.

Equation 1

(Congestion) = (B) / (A) * 100

Therefore, in order to calculate the congestion, it is necessary to know the number of passengers currently on the carriage.

The number of passengers currently boarding a passenger car can be calculated by the following equation.

Equation 2

(Number of passengers) = ((load of present car) - (load of vacant car)) / (average load per passenger)

In detail, the load of the current passenger car is a value sensed by the load sensor 119, and the load of the empty passenger car is a load value of the passenger car when the number of passengers is zero. That is, the value obtained by subtracting the load of the empty passenger car from the load of the current passenger car can be regarded as the load introduced into the passenger accommodation space inside the passenger compartment. Therefore, by dividing this by the average load per passenger, the number of passengers currently on board can be known.

Here, the average load per passenger may be calculated by adding the average weight to the average weight of the subway users. Then, the congestion degree calculating unit 30 calculates the congestion degree by substituting the found number of the currently boarded passengers into the equation (1).

For calculating the congestion degree, the congestion degree calculating unit 30 controls the memory 33 and the load sensor 119 in which necessary information is stored.

More specifically, the memory 33 may store data such as the number of passengers when the chair and the handle are all occupied, the load of the empty passenger car, and the average load per passenger. The congestion degree calculating unit 30 transmits a load sensing command to the load sensor 119 to sense the load of the first carriage 11. That is, the congestion degree calculating unit 30 calculates the congestion degree by using the data sensed by the load sensor 119 and the data stored in the memory 33.

Here, the congestion degree calculating unit 30 may continuously detect the load of the first carriage 11 or intermittently detect the load.

The congestion degree calculating unit 30 may also calculate the congestion degrees of the second carriage 12, the third carriage 13, and the fourth carriage 14 by the same method.

The congestion degree calculating unit 30 calculates the congestion degree while moving from the first subway station 51 to the second subway station 52 and provides the result to the second subway station 52 To the congestion degree display processing unit (40). In other words, the congestion information transmitted to the subway station is the information about the congestion of the subway that starts from the subway station and enters the subway station.

The congestion degree display processing unit 40 is provided for each of the subway stations 51 and 52 and displays the traffic information on the subway stations 51 and 52 using the display devices 44 and 45 based on the information transmitted from the congestion calculation unit 30. [ ) To inform passengers waiting for boarding in the subway.

A plurality of the display devices 45 may be installed in the platform of the subway stations 51 and 52 and may be suspended from the ceiling so that all passengers can see the platform even if the platform is crowded. As the display device 45, an electric signboard, an LCD, or the like can be used. In addition, various visual expression means capable of displaying patterns, symbols, etc. can be used as the display device 45.

The display unit 45 is provided with a character unit 451 for displaying the operation information of the subway (in particular, a subway entering the platform where the display device 45 is installed), and a pattern unit 453 for indicating the congestion of the passenger car .

The character unit 451 can display a current position, a destination, a scheduled arrival time, and the like of a running subway, and displays information by letters or symbols.

The pattern unit 453 includes a figure 453a of a carriage shape and a congestion display unit 453b filled in the figure 453a so as to be easily recognized by the user. In detail, the figure 453a may be formed as a plurality of links, and one figure 453a may express information about one or more carriages.

The congestion level display unit 453b may be colored differently depending on the congestion of the carriage corresponding to the graphic pattern 453a.

In detail, a memory 43 is connected to the congestion display processing unit 40, and different colors may be stored in the memory 43 according to congestion. The congestion degree display processing unit 40 compares the congestion degree of each carriage transmitted from the congestion degree calculation unit 30 with the value stored in the memory 43 and displays the corresponding color on the congestion degree display unit 453b do.

For example, in the memory 43, data in which the congestion degree is divided into a plurality of groups can be stored such that a color of low brightness can be corresponded as the congestion degree increases. For example, referring to FIG. 2, the congestion indicator 453b of the third-positioned carriage is darkest, which means that the congestion of the third-positioned carriage is the highest.

As another example of expressing the degree of congestion in the congestion degree display unit 453b, the degree of congestion may be expressed by varying the area filled with the figure 453a even if the same color is used. In this case, if the figure 453a is completely filled, it can be determined that the corresponding carriage is full.

As described above, since the congestion degree of the subway car arriving at the front of the display device 45 is displayed, the passengers waiting for boarding in the platform can naturally move to board the passenger car with low congestion. Therefore, it is possible to evenly distribute the passenger to the carriage.

In addition, the risk of a safety accident can be reduced by preventing an increase in congestion due to concentration of passengers on a specific carriage.

Also, since the passengers are evenly distributed, the discomfort due to the physical contact with the nearby passengers can be solved, and the amount of discharged carbon dioxide can be reduced, thereby providing pleasant air.

In addition, by preventing the load from being concentrated on a specific carriage, maintenance costs can be reduced because a similar amount of wear is generated for each carriage.

Meanwhile, the congestion degree calculating unit 30 may be formed integrally with the congestion degree display processing unit 40. That is, the subway 10 senses only the load of each carriage using the load sensor 119, and transmits the information to the processing unit of the next subway station (the congestion degree calculating unit 30 and the congestion degree display processing unit 40 are integrated The processing unit may calculate the congestion and display the congestion on the display device 45 directly.

Hereinafter, a subway congestion notification system according to a second embodiment of the present invention will be described with reference to the drawings. However, since the second embodiment differs from the first embodiment in the arrangement of the load sensors and the information represented by the display device, the differences will be mainly described, and the same parts will be described with reference to the first embodiment and reference numerals I will.

FIG. 3 is a view showing the arrangement of a load sensor of the subway congestion notification system according to the second embodiment of the present invention. FIG. 4 is a view showing the information displayed on the display device of the subway congestion notification system according to the second embodiment of the present invention. Fig.

Referring to FIGS. 3 and 4, the subway congestion notification system according to the second embodiment of the present invention can inform the passengers waiting for boarding at the platform where the number of empty seats is to be stopped next time.

In detail, the second carriage 12 is provided with a door 121 and a plurality of chairs 123 through which a passenger can sit. A chair load sensor 125 is provided below each of the chairs 123. When the passenger sits on the chair 123, the value applied to the chair load sensor 125 changes.

The change in the load sensed by the chair load sensor 125 is transmitted to the congestion calculation unit 30. Then, the congestion calculation unit 30 can determine whether or not a passenger is seated in the chair 123 depending on whether there is a change in weight, and consequently, judge how many empty seats are left on the second carriage 12 can do. At this time, the total number of chairs in the carriage can be stored in the memory 33.

The congestion degree calculation unit 30 transmits the number of empty seats in the carriage to the congestion degree display processing unit 40 of the subway station to be stopped next. The congestion degree display processing unit 40 displays the information transmitted from the congestion degree calculation unit 30 on the display device 45. [

The display unit 45 is provided with a character unit 455 and a pattern unit 457 in the same manner as in the first embodiment and displays an empty seat on the character unit 455 The phrase is displayed. For example, the character portion 455 may display a phrase " next train empty seat ". Like the first embodiment, a figure 457a of a carriage shape is displayed on the pattern unit 457, and an empty seat number of the carriage corresponding to the figure 457a can be displayed.

The passengers waiting at the next stop station can see the display device 45 and board the carriage having a large number of seats, so that the subway 10 can be used more conveniently and comfortably.

Also, if the number of vacant seats is expressed simultaneously or sequentially with the congestion of the first embodiment, the convenience of passengers can be maximized.

Hereinafter, a subway congestion notification system according to a third embodiment of the present invention will be described with reference to the drawings. However, since the third embodiment differs from the first embodiment in the arrangement of the load sensors and the information represented by the display device, the differences will be mainly described, and the same parts will be described with reference to the first embodiment and reference numerals I will.

FIG. 5 is a view showing the arrangement of a load sensor of the subway congestion notification system according to the third embodiment of the present invention. FIG. 6 is a view showing the information displayed on the display device of the subway congestion notification system according to the third embodiment of the present invention. Fig.

Referring to FIGS. 5 and 6, the subway congestion notification system according to the third embodiment of the present invention can inform the passengers waiting for boarding at a platform where the expected number of departing flights will be next.

In detail, a plurality of doors 131 are provided at predetermined intervals on both sides of the third carriage 13, and a plurality of chairs 133 are provided between the doors 131 so that passengers can sit there. Further, a handle may be further provided so that passengers standing around the chair 133 can support the body. An entrance load sensor 135 is provided on the bottom of the third carriage 13 for sensing a change in load around the door 131. The entrance / exit load sensor 135 is installed at least in a region including the front portion of the door 131, and may also be installed between the doors 131 facing each other. Also, the entrance / exit load sensor 135 may be connected to a plate-like member forming a bottom surface of the third carriage 13 to detect a change in load of a large area.

Generally, the passengers move to the vicinity of the door 131 and prepare to get off when the station where the person is getting off approaches. That is, until the subway station 10 stops at the subway station and the doorway 131 is opened, the passengers to get off are collected in the area A. Therefore, the load applied to the entrance / exit load sensor 135 is increased.

The congestion degree calculating unit 30 can calculate the expected number of departing persons from the change amount of the load sensed by the entrance entrance load sensor 135. Particularly, dividing the change amount of the load sensed by the door entrance load sensor 135 by the average load per passenger, it is possible to know how many passengers have entered the A area.

Also, the congestion degree calculating unit 30 may control the entrance / exit load sensor 135 to continuously detect a change in the load on the area A, thereby calculating the actual expected number of offengers. Specifically, when the load change is sensed in real time, the number of persons who have escaped from the area A and the number of persons who have entered the area A can be known. For example, if the load on the area A is reduced to a degree corresponding to the average load per passenger, it is determined that the passenger has escaped. If the load is increased to a level corresponding to the average load per passenger, have. Therefore, it is possible to grasp the total influent number into the area A

It is preferable that the expected departing person as described above is calculated after a passage of a few seconds after the subway 10 starts to depart from the subway station where it can be seen that the passenger is seated.

Meanwhile, the congestion degree calculation unit 30 transmits the expected number of departing persons to the congestion degree display processing unit 40 of the subway station to be stopped next. The congestion degree display processing unit 40 displays the information transmitted from the congestion degree calculation unit 30 on the display device 45. [

The display unit 45 is provided with a character unit 458 and a pattern unit 459 in the same manner as in the first embodiment, and the character unit 458 displays contents Is displayed. For example, the character portion 458 may display the phrase 'expected number of departed persons'. Like the first embodiment, a figure 459a of a carriage shape is displayed on the pattern unit 459, and an expected number of departing carriages corresponding to the inside of the figure 459a can be displayed.

In addition, the expected number of departing persons can be displayed simultaneously or sequentially with the congestion of the first embodiment. Therefore, the passenger waiting in the next stop station can see the display device 45 and can ride on the passenger car without moving to the boarding position of another passenger coach if the expected number of passengers is large, even though the passenger coach is somewhat crowded.

Claims (7)

A load sensor provided in each of the plurality of coaches of the subway, the load sensor detecting a load of the coach;
A congestion degree calculating unit for calculating the congestion degree of the carriage from the sensed load;
A display device provided at a platform of a subway station in which the subway enters, and displaying driving information of the subway; And
And a congestion degree display processing unit for displaying the congestion degree calculated by the congestion degree calculation unit on the display device. The method according to claim 1,
Wherein the congestion degree is defined as a ratio of the number of passengers to the capacity of the carriage. The method of claim 2,
Wherein the occupant is calculated by dividing the difference between the load sensed by the load sensor and the load of the passenger carrying the passenger by an average load per passenger.
The method according to claim 1,
In the display device,
A figure corresponding to the carriage of the subway,
And a congestion display unit displayed inside the graphic form and displaying different colors according to the congestion of the carriage. The method according to claim 1,
The mixing degree display processing unit,
And displays the congestion degree by filling the interior of the figure corresponding to the coach of the subway displayed on the display device according to the calculated congestion. The method according to claim 1,
Inside the carriage,
A plurality of chairs; And
A chair load sensor provided below the chair and capable of determining whether or not the passenger sits on the chair,
The congestion degree calculating unit calculates,
Calculates the number of vacant seats inside the carriage based on the data transmitted from the chair load sensor, and transmits the calculated number of empty seats to the congestion display processor,
Wherein the congestion degree display processing unit displays the number of empty seats of the passenger compartment on the display device. The method according to claim 1,
In the carriage,
A plurality of doors; And
An entrance load sensor provided at a point near the door,
The congestion degree calculation unit calculates a predicted number of departing persons based on a change amount of a load sensed by the exit port load sensor, and transmits the calculated number to the congestion degree display processing unit,
Wherein the congestion degree display processing unit displays a predicted number of departing passengers for each carriage on the display device.

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