HK1154371B - Vehicle crew supporting apparatus - Google Patents

Description

Vehicle attendant assist device

Technical Field

The present invention relates to a vehicle attendant operating device for assisting a train attendant in opening and closing a door.

Background

Conventionally, for example, a vehicle attendant support device disclosed in patent document 1 below has adopted the following configuration: that is, since the door opening direction is determined by receiving information indicating the door opening direction transmitted from a ground device installed on a platform or the like when a train arrives at the station platform, for example, when the train is stopped at a station that is not normally stopped due to operation adjustment such as disturbance of a train schedule during running of the train, even if a crew erroneously operates a door opening direction switch installed on a driver's seat, the door cannot be opened unless the crew is in agreement with the information indicating the door opening direction.

Patent document 1: japanese patent application laid-open No. 2002-205640

Disclosure of Invention

However, since the floor device is very expensive, only a limited number of interlocking stations and the like must be provided, and it is not possible to assist the crew in opening and closing the doors at all the stations.

In addition, even when the ground device is installed at the interlocking station, when the operation adjustment is performed immediately before the stop, the information indicating the door opening direction is received after the vehicle stops at the arrival station, and therefore, there is a problem that the crew cannot guide the passengers quickly.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle attendant operating support device capable of obtaining information indicating a door opening direction in advance without providing a floor device.

In order to solve the above problems, the present invention provides a vehicle attendant operating support apparatus including a door switch signal output unit for controlling a door switch device of a train by a door switch operation of a train attendant, comprising: a train type information interface that reads train number type information including a line segment code indicating a train travel segment, a stop code indicating a stop, an advance line code indicating an advance line of a train, platform information indicating a platform direction, a door opening direction, and a platform allowable number of cars from a train number setting device; an ATS interface for reading ATS control information from an ATS (Automatic park Stop) system, the ATS control information including the line segment code, the station code, and the forward route code; a storage unit that stores the train number type information; and a processing and determining unit for comparing the line segment code, the station code, and the forward route code of the ATS control information with the train number type information in the storage unit, determining a door opening direction of the train, and outputting a door opening/closing signal to the door opening/closing signal output unit.

According to the present invention, since the line segment code, the station code, and the forward route code are assigned to the ATS control information transmitted from the existing ATS system, it is possible to obtain the effect that the information indicating the door opening direction can be obtained in advance without installing a ground device.

Drawings

Fig. 1 is a diagram showing an example of the configuration of a vehicle attendant assist device according to embodiment 1 and a device connected to the vehicle attendant assist device.

Fig. 2 is a diagram showing the contents of the door opening information table.

Fig. 3 is a diagram showing an example of the content of the ATS control information.

Fig. 4 is a diagram schematically showing an intra-station wiring and speed comparison curve P1 of the interlocking station.

Fig. 5 is a flowchart showing an example of a flow of determining the door opening direction by the vehicle attendant's assistance device.

Fig. 6 is a diagram showing an example of the content of the ATS control information in the case where the display is stopped.

Fig. 7 is a diagram showing an example of the configuration of a vehicle attendant assist device according to embodiment 3 and a device connected to the vehicle attendant assist device.

Fig. 8 is a flowchart showing an example of a flow of determining the door opening direction by the vehicle attendant supporting apparatus and the attendant supporting apparatus.

Fig. 9 is a diagram showing an example of the configuration of the vehicle attendant assist device according to embodiment 4 and a device connected to the vehicle attendant assist device.

Description of the reference symbols

10ATS system

11ATS ground device

12S1, S2, S3, S4, S5, S6 transponders

13ATS vehicle-mounted device

20, 20a vehicle attendant assist device

21ATS interface

22 train category information interface

23, 23a processing and judging part

24, 24a storage section

25, 25a left door opening and closing signal output part

26, 26a right door opening and closing signal output part

27, 27a transmission part

28, 28a train information providing device interface

30 train number setting device

40 left door opening switch

41 right door opening switch

50, 50a left door opening and closing device

51, 51a right door opening and closing device

70, 70a train information providing device

71, 71a guest room display

100 transmission line

200 opening information table

201, 313, 618 station code

202, 314, 617 forward route codes

203 station information

204 door opening direction

205 number of allowed cars at platform

Content of 300a, 600a ATS control information

Information specific to 300b fork speed limit

300c changed specific information of the turnout speed limit

301, 601 synchronization mark

302, 602 information categories

303, 603 running direction

304, 604 Next ground sensor number (track antenna number)

305, 605 specific information

306，606CRC

307, 607 end marker

308, 608, 611, 616 empty area

309 limit speed

310 limit the interval length

311 distance to the switch

312, 619 line segment code

401 station signal machine

600b stop displaying private information

600c changed stop display specific information

609 fork mode continuation

610 display code

612 Signal Pattern modification

613 maintenance information

614 to the station signal

615 distance to the next ground sensor

1D train category information

2D ATS control information

3D door opening and closing signal

1L location route (normal track)

2L reverse advancing route (reverse track)

1R positioning advancing route

2R reverse advancing route

A train

H1, H2, H3, H4 stations

Detailed Description

Embodiments of a vehicle attendant assist device according to the present invention will be described in detail below with reference to the accompanying drawings. Further, the present invention is not limited to these embodiments.

Embodiment 1.

Fig. 1 is a diagram showing an example of the configuration of a vehicle attendant assist device 20 according to embodiment 1 and a device connected to the vehicle attendant assist device 20. The vehicle attendant support device (hereinafter, simply referred to as "support device") 20 is connectable to the ATS system 10, a train number setting device (hereinafter, simply referred to as "train number setting device") 30, a left door opening switch 40 (hereinafter, simply referred to as "switch 40"), a right door opening switch 41 (hereinafter, simply referred to as "switch 41"), a left door opening and closing device 50, and a right door opening and closing device 51.

Fig. 2 is a diagram showing the contents of the door opening information table. The door opening information table (hereinafter, simply referred to as "table") 200 includes items such as a stop code 201, an advance route code 202, platform information 203, an opening direction 204, and a number of platform permitted cars 205.

The stop code 201 indicates a parking stop. The forward route code 202 indicates the direction of travel of the train, and may indicate not only a forward route in the up or down direction but also a forward route branched at a switch (point), for example. The station information 203 indicates the station number corresponding to the forward line code 202. The door opening direction 204 indicates a door opening direction, and corresponds to the forward line code 202 and the station information 203. The number of platform permitted cars 205 indicates the number of cars of a train that can meet the platform. In fig. 2, for example, a symbol such as "1L" is described in the right column of the forward route code 202, but a binary code shown in the left column of each code is registered in the actual table 200.

In fig. 1, the support device 20 includes a train type information interface (hereinafter, simply referred to as "information interface") 22, an ATS interface 21, a storage unit 24, a left door opening/closing signal output unit 25 (hereinafter, simply referred to as "left door opening/closing unit"), a right door opening/closing signal output unit (hereinafter, simply referred to as "right door opening/closing unit") 26, and a processing and determining unit 23.

The train number setting device 30 is a device that sets train type information. The content of the train type information 1D is, for example, the station code 201. The travel route code 202, the platform information 203, the opening direction 204, the number of platform permitted cars 205, the number of train cars, the train number, the train type, the starting station, the destination, the stop, the arrival time and departure time of the stop, and the like. The installation place of the car number setting device 30 varies depending on the railroad company, but is generally a crew monitoring device mounted on a driving deck. The train type information 1D is recorded on a recording medium such as an IC card at the start of operation, and is read and used by a train reader.

The ATS on-board device 13 can receive information (hereinafter referred to as "control information") 2D of a stop signal, a position of a speed limit, a distance, and the like from the transponder 12 provided on the route. The transponder 12 is controlled by an ATS ground device (hereinafter, simply referred to as "ground device") 11, and can wirelessly transmit information to a train passing through the transponder 12. Hereinafter, the ground device 11, the transponder 12, and the ATS onboard device 13 are collectively referred to as an ATS system 10. Further, assuming that the ATS system 10 generates a speed map (a curve indicating a speed change from the start to the stop of braking) to perform speed control, the ATS system 10 with the speed map is used.

The switch 40 and the switch 41 are provided on the crew operation panel, and are used for opening the left door or the right door when the train stops at the platform.

The left door opening/closing device 50 and the right door opening/closing device 51 are devices that control the opening and closing of the doors of each vehicle compartment, and operate in accordance with the operation of the switch 40 or the switch 41.

The information interface 22 can read the train type information 1D transmitted from the train number setting device 30. The information interface 22 has a connection port such as a LAN or RS422, and preferably uses TCP/IP as a transmission control procedure in the case of the LAN, and HDLC as a transmission control procedure in the case of the RS422, but the present invention is not limited thereto.

The storage unit 24 can store the train type information 1D transmitted from the information interface 22. The storage unit 24 can also store a table 200 based on the train type information 1D, where the table 200 is configured by associating a station code 201, a route code 202, platform information 203, a door opening direction 204, and a number of platform permitted cars 205.

The ATS interface 21 can read the control information 2D detected by the ATS onboard apparatus 13.

The processing and determining unit 23 receives the control information 2D from the ATS interface 21, compares the control information 2D with the table 200 stored in the storage unit 24, and outputs a signal for driving the left door switch 25 or the right door switch 26.

The left door switch 25 and the right door switch 26 have the following configurations: that is, when the crew operates the switch 40 or the switch 41, if the logical product of the signal transmitted from the switch 40 or the switch 41 and the signal transmitted from the processing and determining unit 23 is established, the door switch signal 3D is output to the left door switch device 50 or the right door switch device 51. Therefore, in the case where the crew member correctly performs the door opening and closing operation, the left door opening and closing part 25 or the right door opening and closing part 26 may output the door opening and closing signal 3D corresponding to the switch 40 or the switch 41 to the left door opening and closing device 50 or the right door opening and closing device 51. When the crew erroneously performs the door opening and closing operation, the left door opening and closing device 50 or the right door opening and closing device 51 cannot be opened without outputting the door opening and closing signal 3D. In addition, in the left door switch 25 and the right door switch 26 in fig. 1, a coil relay circuit is used, but the present invention is not limited thereto.

With the above configuration, the support device 20 according to embodiment 1 can specify the door opening direction 204 using the station code 201 in the table 200 as a key when receiving the information transmitted from the ATX system 10.

Fig. 3 is a diagram showing an example of the content of the ATS control information 2D. In the upper part of fig. 3, the content 300a of the control information 2D is, from the left, a synchronization flag 301(8 bits), an information type 302(6 bits), a running direction 303(2 bits), a ground sensor number 304(4 bits), specific information 305(36 bits), a CRC306(16 bits), and an end flag 307(8 bits).

The information type 302 indicates the type of information processed by the transponder 12, and is classified into, for example, stop display, attention display, and the like. Also, the speed limit is classified into a fork speed limit, a curve speed limit, a gradient speed limit, a temporary speed limit, and the like. CRC306 (Cyclic Redundancy Check) is a label used to detect data errors.

In the middle of fig. 3, the contents of the specific information 300b in the case of the turnout speed limit are shown. The switch speed limit specific information 300b is a blank area 308(3 bits), a limit speed 309(5 bits), a limit section length 310(8 bits), a distance to the switch 311(10 bits), a line section code 312(4 bits), and a station code 313(6 bits) from the left.

Here, although the line segment code 312 and the station code 313 are stored in the branch speed limit dedicated information 300b, the support device 20 according to embodiment 1 needs a code corresponding to the forward link code 202 of the table 200.

On the other hand, in the specific information 300b of the branch speed limit, there is a blank area 308 of 3 bits. When allocating the forward route code to the free space, the forward route code needs to be secured with 5 bits if, for example, a station with a large size and a large number of forward routes is considered.

Here, 10 bits are assigned to the distance 311 to the switch, and in the case of calculating with the minimum resolution as 4m intervals, a total of 4092m (4 × 1023 mode) can be obtained. On the other hand, when the actual maximum speed of the train is 130km/h, the travel distance required from the speed to the stop by the emergency braking (when the normal braking deceleration is about 3.5 km/hr/sec) is 670 m. When the distance 311 to the switch is replaced with 8 bits, if the calculation is performed with the minimum resolution of 4m, the travel distance during the quick braking operation is 1024m (4 × 256 mode). That is, on the ground device 11 side, the distance 311 to the switch is replaced with 8 bits, and 2 bits are allocated to the blank area 308, and the forward route code can be given. As a result, as shown in the lower part of fig. 3, the line segment code 312, the station code 313, and the forward link code 314 can be given to the changed specific information 300c of the switch speed limit.

The operation of the auxiliary device 20 of the interlocking station (station at which switches are installed) will be described in detail below. Fig. 4 is a diagram schematically showing an intra-station wiring and speed comparison curve P1 of the interlocking station. In fig. 4, it is assumed that the platforms at which the passengers of train a disembark include a platform H1, a platform H2, and a platform H3. For example, when the train enters from the right, the bit course 1L or the inverted course 2L is set, and when the train enters from the left, the bit course 1R or the inverted course 2R is set.

Train a entering from positioning onward route 1L may be stopped at platform H1. Train a entering from reverse haul route 2L and reverse haul route 2R may be stopped at platform H2. Train a entering from positioning onward route 1R may be stopped at platform H3. Further, as the course of the train a when it is dispatched from each platform, a reverse course 3L, a positioning course 4L, a positioning course 3R, and a reverse course 4R are assumed.

In fig. 4, a plurality of the transponders 12 shown in fig. 1 are arranged in each line. The transponders S1 and S4 are provided for the platform stop control, and are used for the ingress protection of the station signal 401 and the overspeed protection through a switch, and the transponders S2, S3, S5, and S6 are provided.

Here, the advancing direction of the train a traveling from the right side is supposed to be the positioning course 1L which is the platform H1, but is supposed to be changed to the reverse course 2L by performing operation adjustment or the like during traveling. In this case, the station signal 401 provided near the switch for the positioning forward route 1L and the reverse forward route 2L shows the stop display on the positioning forward route 1L side and the caution display on the reverse forward route 2L side. In this state, when the train a passes through the transponder S1, the auxiliary device 20 receives the control information 2D including the specific information 300c (attention display) via the ATS on-board device 13.

Upon receiving the control information 2D, the train a generates a speed matching curve P1 as shown in fig. 4 and performs speed control. On the other hand, the processing and determining unit 23 compares the control information 2D with the table 200 stored in the storage unit 24 to determine the station code 201, the course code 202, the station information 203, the door opening direction 204, the number of the platform-permitted cars 205, and the like. That is, the door opening direction 204 may be determined before reaching the landing H2.

Further, since the right door is opened in the traveling direction of the train a, the processing and determining unit 23 outputs a signal for driving the right door switch 26. When the crew pushes the switch 41 after the train a is stopped, the logical product is established, and the door opening and closing signal 3D can be output to the right door opening and closing device 51. Even if the crew member erroneously pushes the switch 40, the logical product is not established, and therefore the left door opening and closing device 50 does not operate.

Fig. 5 is a flowchart showing an example of a flow of determining the door opening direction by the vehicle attendant assist device 20. The auxiliary device 20 reads the control information 2D at a constant cycle (step S101). The processing and determining unit 23 determines whether or not the line segment code 312, the station code 313, and the forward line code 314 are stored in the control information 2D, and if the line segment code, the station code 313, and the forward line code 314 are stored (yes in step S102), calls up the table 200 stored in the storage unit 24, and specifies the station information 203 and the door opening direction 204 corresponding to the station code 201 and the forward line code 202 in the table 200 (step S103). When the determined door opening direction 204 is left (left in step S104) and the attendant presses the switch 40 (yes in step S105), the processing and determining unit 23 outputs the door switch signal 3D to the left door switch device 50 (step S106). When the determined door opening direction 204 is rightward (step S104, "rightward"), the crew member pushes the switch 41 (step S107, "yes"), and the door opening/closing signal 3D is output to the right door opening/closing device 51 (step S108).

If the line segment code 312, the station code 313, and the forward route code 314 are not stored in the control information 2D (no in step S102), the processing determination unit 23 ends the processing.

If the determined door opening direction 204 is left (left in step S104) and the crew member does not press the switch 41 (no in step S105), the processing determination unit 23 does not output the door switch signal 3D and ends the processing. If the determined door opening direction 204 is rightward (step S104, "right"), the crew member does not press the switch 40 (step S107, "no"), the door switch signal 3D is not output, and the process is ended.

As described above, according to the auxiliary device 20 of embodiment 1, since the control information 2D including the dedicated information 300c whose code is modified is received from the existing land device 11 with high reliability and the dedicated information 300c is compared with the table 200, it is possible to receive the information indicating the door opening direction without installing the land device. In addition, even in the case where the operation adjustment is performed immediately before the stop, the crew can quickly guide the passenger. Further, when the train type information set for the train at the start of the operation is used in the ground device, the rewriting may occur and the software processing may become complicated.

Embodiment 2.

The support device 20 according to embodiment 2 assigns a station code and a route code to the individual information when the display is stopped.

Fig. 6 is a diagram showing an example of the content of the control information 2D in the case where the display is stopped. The content 600a of the control information 2D in the upper part of fig. 6 has the same configuration as the content 300a of the control information 2D of fig. 3.

In the middle of fig. 6, the contents of the specific information 600b whose display is stopped are shown. The specific information 600b for stopping display includes, from the left, a blank area 608(2 bits), a turnout pattern continuation 609(1 bit), a display code 610(3 bits), a blank area 611(2 bits), a signal pattern correction 612(3 bits), maintenance information 613(5 bits), a distance 614(10 bits) to the incoming signal, a distance 615(5 bits) to the next ground sensor, and a blank area 616(5 bits). The branch pattern continuation 609 is information indicating that the control of the branch speed limitation is continued when the control of the branch speed limitation is already performed.

On the other hand, in the specific information 300b of the branch speed limit, there is a blank area 308 of 3 bits. When allocating the forward route code to the free space, the forward route code needs to be secured with 5 bits if, for example, a station with a large size and a large number of forward routes is considered.

Here, the support device 20 according to embodiment 2 requires codes corresponding to the station code 201, the route code 202, and the line segment code of the table 200. The maintenance information 613 shown in the dedicated information 600b for which display is stopped corresponds to the forward link code 202, but the link segment code and the station code need to be added by using the blank area 608, the blank area 611, and the blank area 616.

The station code and the line segment code require 6 bits and 4 bits, respectively. The blank area 608, the blank area 611, and the blank area 616 are 9 bits in total, and thus are in a state of 1 bit less. In the dedicated information 600b whose display is stopped, 10 bits are allocated to the distance 614 to the station transmitter, but when 8 bits are substituted as described above, 2 bits can be secured, and therefore, when the 2 bits are allocated to the blank area 608, the blank area 611, and the blank area 616, the line segment code and the station code can be given. Further, regarding the number of bits to be modified, it can be performed on the ground installation 11 side as described above. As a result, as shown in the lower part of fig. 6, the line segment code 619, the stop code 618, and the forward line code 617 can be given to the changed dedicated information 600c for stopping display.

Next, the operation of the assist device 20 will be described in detail with reference to fig. 4. Assuming that the operation adjustment or the like is not performed during the travel, the forward direction of the train a traveling from the right side in fig. 4 is the station H1, i.e., the positioning course 1L. In this case, the station signal 401 indicates stop display on the side of the positioning route 1L. In this state, when the train a passes through the transponder S1, the auxiliary device 20 mounted on the train a receives the control information 2D including the specific information 600c (stop display) via the ATS on-board device 13.

The processing and determining unit 23 compares the control information 2D with the table 200 stored in the storage unit 24 to determine the stop code 201, the course code 202, the platform information 203, the door opening direction 204, the number of platform-permitted cars 205, and the like.

Further, since the left door is opened in the traveling direction of the train a, the processing and determining unit 23 outputs a signal for driving the left door switch 25. When the crew presses the switch 40 after the train a is stopped, the logical product is established, and the door switch signal 3D may be output to the left door switch device 50. Even if the crew erroneously pushes the switch 41, the right door switch device 51 does not operate because the logical product is not established. The processing procedure of the support device 20 is the same as that of the flowchart of fig. 5, and therefore, the description thereof is omitted.

As described above, according to the support apparatus 20 of embodiment 2, since the control information 2D including the specific information 600c whose code is modified is received from the existing floor apparatus 11 with high reliability and the specific information 600c is compared with the table 200, even when the vehicle is stopped at a place having no fork such as an uninhibited station or a parking lot, the get-off information can be obtained without providing the floor apparatus, and the crew can quickly guide the passenger and cancel the software processing.

Embodiment 3.

The assist device 20 of embodiment 3 has the following structure: that is, the train type information 1D and the control information 2D received by the support device 20 can be transmitted to the support device 20a mounted on each car.

Fig. 7 is a diagram showing an example of the configuration of the vehicle attendant assist device 20 according to embodiment 3 and a device connected to the vehicle attendant assist device 20. The auxiliary device 20 is mounted on, for example, the foremost car, and the auxiliary device 20a is mounted on each car other than the foremost car.

The assist device 20 is configured to add a transmission unit 27 to the assist device of embodiment 1. The support device 20a includes a storage unit 24a, a left door switch unit 25a, a right door switch unit 26a, a processing determination unit 23a, and a transmission unit 27a, but the information interface 22 and the ATS interface 21 are omitted as compared with the support device 20.

The transmission section 27 and the transmission section 27a are connected to a transmission line 100 laid between the cars. Therefore, the train type information 1D and the control information 2D read by the auxiliary device 20 can be transmitted to the processing determination unit 23a of the auxiliary device 20a through the processing determination unit 23. The transmission unit 27a can transfer the train type information 1D and the control information 2D transmitted from the auxiliary device 20 not only to the own car but also to another car.

Since the table 200 stored in the storage unit 24 or 24a stores information on the number of platform-permitted cars 205, the processing and determining unit 23 can determine whether or not the number of train cars is within the number of platform-permitted cars for each car by comparing the platform length (the number of permitted cars) of the station at which the train is stopped with the train length (the number of cars).

Fig. 8 is a flowchart showing an example of a flow of determining the door opening direction 204 of the vehicle attendant assisting device 20 and the vehicle attendant assisting device 20 a. The processing procedure differs from that of the invention of embodiment 1 in that a step of determining the number of platform permitted cars 205 is added. Although the case of receiving the specific information 300c for the branch speed limit is described as an example, the same applies to the case of receiving the specific information 600c for which display is stopped.

The auxiliary device 20 reads the control information 2D at a constant cycle (step S201). The processing and determining unit 23 and the processing and determining unit 23a determine whether or not the line segment code 312, the station code 313, and the forward line code 314 are stored in the control information 2D, and if they are stored (yes in step S202), call out the table 200 stored in the storage unit 24 and the storage unit 24a, and specify the station information 203 and the door opening direction 204 corresponding to the station code 201 and the forward line code 202 in the table 200 (step S203).

Here, the processing and determining unit 23, 23a determines whether or not the car is included in the number of platform permitted cars 205. In the case where the number of cars of the train a is set in ascending order (1, 2, n-1, n) from the advancing direction, when "the number of cars" ≦ "the number of platform permitted cars 205" (step S204, "yes"), it proceeds to step S205. When "the number of cars" > "the number of allowable cars at the platform 205" (no in step S204), the determination processing is ended.

In the case where the number of cars of the train a is set in descending order (n, n-1, 2, 1) from the advancing direction, when "the number of train marshalling cars-the number of cars of the car" < "the number of platform permitted cars 205" (step S204, "yes"), the process proceeds to step S205. When the "number of train formation cars-car number of cars" ≧ "the number of platform permitted cars 205" (no in step S204), the determination processing is ended.

If the determined door opening direction 204 is left (left in step S205), and the attendant presses the switch 40 (yes in step S206), the processing and determining unit 23 outputs the door opening signal 3D to the left door opening and closing device 50 (step S207). When the determined door opening direction 204 is rightward (step S205, rightward), if the crew member presses the switch 41 (step S208, yes), the door opening/closing signal 3D is output to the right door opening/closing device 51 (step S209).

If the line segment code 312, the station code 313, and the forward route code 314 are not stored in the control information 2D (no in step S202), the processing determination unit 23 ends the processing.

When the determined door opening direction 204 is left (left in step S205), and the crew member presses the switch 41 (no in step S206), the processing determination unit 23 does not output the door switch signal 3D, and ends the processing. When the determined door opening direction 204 is rightward (step S205, rightward), the crew member does not output the door switch signal 3D and the process is ended when the crew member presses the switch 40 (step S208, no).

As described above, according to the support device 20 and the support device 20a of embodiment 3, since the control information 2D with the modified codes can be transmitted to the support device 20a mounted on each car and the control information 2D and the table 200 can be collated for each car, it is possible to prevent the doors of the cars exceeding the number of the platform-permitted cars from being opened by mistake without providing any floor device.

Embodiment 4.

The assist device 20 of embodiment 4 has the following structure: that is, when the control information 2D is received, the direction of opening the door can be notified to the passenger of the train.

Fig. 9 is a diagram showing an example of the configuration of the vehicle attendant assist device 20 according to embodiment 4 and a device connected to the vehicle attendant assist device 20.

The support device 20 is configured by adding a train information providing device interface (hereinafter simply referred to as "interface") 28 to the support device 20 according to embodiment 1.

The auxiliary device 20a includes a storage unit 24a, a processing and determining unit 23a, a transmission unit 27a, and an interface 28 a. As compared with the auxiliary device 20, the information interface 22 and the ATS interface 21 are omitted.

The auxiliary device 20 and the auxiliary device 20a are described without the switch 40, the switch 41, the left door switch device 50, and the right door switch device 51, but are assumed to have the switch 40, the switch 41, the left door switch device 50, and the right door switch device 51 as in embodiments 1 and 3.

The train information providing device 70 and the train information providing device 70a are devices that perform processing such as stop information and estimated arrival time, and transmit the latest traveling information to the room display 71 or the room display 71 a. Since the guest room display 71 and the guest room display 71a can also display information related to train operation, the direction to open the door next can be displayed during traveling.

The interfaces 28, 28a may be connected to the train information providing device 70, 70 a. The interfaces 28 and 28a include, for example, connection ports such as LAN and RS422, but are not limited thereto.

Since the support device 20a for each car can read the train type information 1D and the control information 2D via the transmission line 100 as in embodiment 3, the processing and determining unit 23a can determine whether the number of train cars is within the allowable number of cars at the platform for each car and output the result to the room display 71 a.

As described above, according to the auxiliary device 20 and the auxiliary device 20a of embodiment 4, since the control information 2D with the modified code is transmitted to the auxiliary device 20a mounted on each car when the train a passes through the transponder 12, the door opening direction can be automatically notified even in a situation where the operation adjustment is performed immediately before the stop and the crew cannot quickly guide the passenger.

Further, if a display lamp for notifying the door opening direction 204 is provided on the driver's cab instead of the train information providing device 70 and the room display 71 and the interface 28 is connected to the display lamp, the door opening direction can be easily determined when the crew receives the control information 2D.

Industrial applicability of the invention

As described above, the present invention is applicable to an assist device for assisting a train attendant in performing a door opening operation, and is particularly useful as an invention capable of obtaining information indicating a door opening direction in advance without providing a floor device.

Claims (6)

1. A vehicle attendant assist device for assisting a vehicle attendant,

the door switch signal output unit includes a door switch device for controlling a door switch of a train by a door switch operation of a train attendant, and includes:

a train type information interface that reads train type information including a stop code indicating a stop, a forward route code indicating a forward route of a train, platform information indicating a platform direction, a door opening direction, and a platform allowable number of cars from a train number setting device;

an ATS interface reading ATS control information from the ATS system, the ATS control information including a line segment code, a station code, and a forward route code representing a train travel area;

a storage unit that stores the train type information; and

and a processing and determining unit for comparing the line segment code, the station code, and the forward route code of the ATS control information with the train type information in the storage unit, determining a door opening direction of the train, and outputting a door opening/closing signal to the door opening/closing signal output unit.

2. The vehicle attendant assist device as set forth in claim 1,

the ATS control information includes the line segment code, the station code, and the forward route code in the special information of attention display.

3. The vehicle attendant assist device as set forth in claim 1,

the ATS control information includes the line segment code, the station code, and the forward route code in the special information for stopping display.

4. The vehicle attendant assist device as claimed in any one of claims 1 to 3,

the processing and determining unit includes a transmission unit that receives the ATS control information and the train type information via a transmission line provided between the cars, and outputs the door opening/closing signal based on the number of platform permitted cars and the number of train cars.

5. The vehicle attendant assist device as set forth in claim 4,

the processing and determining unit has a train information providing device interface that outputs information indicating the door opening direction to a train information providing device connected to a display in the train, and outputs the door opening/closing signal to the train information providing device interface.

6. The vehicle attendant assist device as set forth in claim 5,

the train information providing device interface outputs the door opening and closing signal to a door opening direction display lamp arranged on the driving platform.