JP2007308092A - Operation support system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To support business regarding operation of a train by controlling a vehicle equipment such as preventing erroneous operation of side surface door opening of a vehicle by a crew, and to further collect information of the state of the vehicle equipments of different kinds dispersedly existing in train organization. <P>SOLUTION: The operation support system for controlling the vehicle equipments dispersedly existing in the train organization is provided. The operation support system has an opened door control means for only allowing at a side where the whole of the train organization can get on/off. The operation support system has a device for inputting/outputting vehicle equipment state data of different kinds and vehicle equipment control instruction data over the whole period; and a control operation device making the vehicle equipment state data relevant to the time and storing them in a memory device. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an operation support system. The operation support system of the present invention relates to a device that controls each device of a train and supports operations related to train operation in order to provide a safe and comfortable service to passengers. The apparatus of the present invention detects the position of a vehicle while the train is operating, and controls whether or not the crew member can open the door on the side door of the train. In addition, it aims to increase the number of signal transmission between organized vehicles by multiplex communication, and collects each vehicle equipment state (electric signal, air pressure, in-vehicle temperature, etc.) of the train as an electric signal over substantially the entire period, It controls the operation of each vehicle equipment of the train.

Conventionally, when a crew member accidentally opens a door at a place other than the place where the passenger can get on and off when the vehicle is stopped, it is impossible to prevent this. could not. In addition, it has been difficult to provide detailed services such as individual control of devices according to the state of each vehicle.
Furthermore, in order to acquire data relating to the traveling speed of the train and the cumulative traveling distance from the base point, a signal proportional to the rotational speed of the axle is used. For this reason, in order to acquire accurate data regarding speed and travel distance, it is necessary to reset the calibration value every time the wheel diameter changes.

In order to collect the status information of the vehicle equipment to be collected scattered on the train train and to transmit the control commands of the vehicle equipment, a large number of train jumper cables for transmitting and receiving signals between the vehicles are required.
There is no device that collects the state of the vehicle equipment as an electrical signal over substantially the entire period of operation and confirms the state of the vehicle equipment during and after operation. As a similar device, there is a device that records and holds a short time event signal triggered by the occurrence of an event, but there is a limit to the number of records and the storage capacity.

JP 2002-205640 A JP 2003-172641 A

  An object of the present invention is to provide an operation support system that collects data on vehicle equipment and controls the vehicle equipment over a substantially entire period while the train is operating. Further, the present invention makes it possible to record the collected vehicle equipment data and to retrieve the data after operation. The present invention also enables inter-vehicle transmission / reception of train operation information scattered in a train using a small number of trem / jumper cables by multiplex communication. In addition, it is possible to obtain accurate travel speed and travel distance information by automatically executing the calibration of the wheel diameter (or wheel circumference) based on the wheel speed corresponding to the actual travel distance based on the acquired vehicle position data. And Another object of the present invention is to allow or disable the opening of the train door by the crew depending on the detected stop position of the train.

The present invention is an input / output device that inputs and outputs different types of vehicle equipment state data and vehicle equipment control command data (hereinafter collectively referred to as “vehicle equipment data”) over the entire period of train operation, and at least during the one train operation period Thus, there is provided an operation support system having a control operation device that stores the vehicle equipment data in a storage device in correspondence with time.
According to another invention of the present application, vehicle device data input / output devices installed in a plurality of vehicles in a trained vehicle are connected by a train / jumper cable to perform multiplex communication of vehicle device data, and vehicle device data is data It is the operation support system transmitted to the control arithmetic unit of the apparatus body via the communication device.

Still another invention of the present application stores, as a reference wheel rotational speed, a wheel rotational speed required for a train to travel between ground elements provided at a predetermined distance in the train traveling direction, and the reference wheel rotational speed. Comparing with the recorded wheel speed, it calculates the correct travel distance and travel speed, and automatically corrects the reference wheel speed when the wheel speed required to travel the specified distance changes. And the means for storing is the operation support system provided in the control arithmetic device.
The invention of the present application is based on the position of the train including the train location, the station number and the position where the station can be boarded and exited, and the train organization data recorded on the vehicle side including the number of trains or train growth, and the side on which the entire train organization can be boarded and exited The above-mentioned operation support system having an opening control means that allows only the opening operation is also provided.

According to the present invention, it is possible to collect information on each device scattered in the train organization and control each device. Also, by collecting the information of each collected device in correspondence with the time and recording it for substantially the entire period of operation of the train, it becomes easy to analyze the operation status of the device, the cause of the failure, the accident occurrence status, and the like. In addition, the wheel data can be automatically corrected by the position data transmission / reception device, and accurate train travel position information and travel speed can be recorded.
Multiple communication is performed through a train / jumper cable that penetrates the train organization, so the number of wires can be reduced, equipment costs can be reduced, and communication capacity can be increased even in locations where there is no space for additional wiring. .
In addition, by acquiring accurate train travel position information, only when at least one side of the entire train organization stops at a position where passengers can get on and off, the crew opens the door on the side of the vehicle on the side where the passenger can get on and off, Otherwise, the door opening operation is not established, and it is possible to prevent a crew member from operating the door on the train side door.

Hereinafter, the present invention will be described in more detail by way of specific examples with reference to the drawings.
FIG. 1 is a schematic view showing a specific example of the train operation system of the present invention. FIG. 2 is a schematic diagram showing a sampling and recording method for vehicle equipment data in the system of the present invention. FIG. 3 is an explanatory diagram when a train equipped with the operation support system of the present invention approaches the station.

  In FIG. 1, a vehicle equipped with a driver's cab (leading car) includes a control arithmetic device 1, a device main body 10 having a storage device 2 and a built-in clock 3, a display 11 for providing recorded state information to crew members, and a vehicle travel position. A position data transmitter / receiver 12 that transmits and receives data, a communication device 16 that performs multiplex communication between organized vehicles, and an input / output device 20 that transmits data output from each device to the communication device are installed. One train consists of two front and rear leading vehicles having such a configuration and an intermediate vehicle disposed between them, and only the input / output device 20 is installed in the intermediate vehicle.

(Device body)
The time data obtained from the built-in clock 3 that can be automatically calibrated in the apparatus main body 10, the traveling position data obtained from the position data transmitting / receiving device 12, and the operation data transmitted from the input / output device 20 in the vehicle organization are controlled. The data are input to the arithmetic device 1 and linked to be stored and stored in the storage device 2. The storage device 2 is mounted on a plurality of vehicles in the knitting vehicle, generally two head vehicles in front and rear, so that data can be reliably extracted even in the unlikely event.
Moreover, acquisition and recording of vehicle equipment data are performed over at least substantially the entire period during the operation period of the one train. According to the specifications and management of the capacity of the device and the technical needs, additional data acquisition and recording are continuously performed over one operation on the route operation and several or more operation periods. In the conventional apparatus, data is left only for a certain time until the time of the accident, and data before that is overwritten sequentially, or intermittent acquisition of vehicle equipment data is performed.

Data storage in the storage device 2 by the control arithmetic device 1 is preferably performed only for vehicle equipment data that changes within a certain time. In this way, the storage medium can be used effectively. FIG. 2 is a schematic diagram showing that the vehicle equipment data is sampled at a predetermined cycle in the system of the present invention. In the system of the present invention, the vehicle equipment data is sampled at an appropriate cycle (preferably about 0.2 seconds), and if it is the same as the vehicle equipment data at the previous sampling, the data is stored in the storage device 2. First, data is stored only when there is a change in the vehicle equipment data. Further, when there is a change in the vehicle equipment data at an interval shorter than the sampling period (a), the data at which the sampling interval has changed is held and the data is stored in the storage device (b). These processes are performed using known general-purpose data processing software incorporated in the control arithmetic device.
The storage device 2 temporarily stores the vehicle equipment data transmitted from the control arithmetic device 1 in an internal RAM or the like, and transfers it to a removable non-volatile memory at regular intervals or at regular intervals. As the nonvolatile memory, any known storage medium such as a flash memory or a hard disk may be used.
The indicator 11 is installed in the driver's cab of each leading vehicle, and provides information such as a monitoring state to the crew during driving.

(Position data transmitter / receiver)
The position data transmitter / receiver 12 includes a plurality of ground elements installed in the vehicle traveling direction in the vicinity of the rails and a vehicle upper element installed in the vehicle. Position data transmission / reception is performed by wireless communication between the ground unit and the vehicle unit, and current train position data is acquired. The installed ground unit stores various location data such as company code indicating the company name, station code, home code, position code, left and right information according to the route, and passed over this ground unit. The vehicle child receives the information.

(Travel position, distance, speed)
An axle of a vehicle traveling on a track for a certain reference distance has a constant rotation speed if the wheel diameter is constant, and the number of pulses generated by the rotation speed of the axle is also constant. However, deformation of the wheel occurs due to various factors such as wear due to normal traveling and damage due to wheel lock during braking. For this reason, it is necessary to periodically grind the wheel to correct the shape, and the change in the wheel diameter also changes the rotational speed of the axle when traveling between the reference distances. Since the vehicle running speed and the vehicle running distance are calculated from the wheel diameter stored in advance in the apparatus and the number of pulses generated by the rotation of the axle, an error occurs in the vehicle running speed and the accumulated distance when the wheel diameter changes. .

  In a preferred aspect of the system of the present invention, the wheel rotational speed required for the train to travel between ground elements provided at a predetermined distance in the train traveling direction is stored as a reference wheel rotational speed, Then, an accurate travel distance and travel speed are calculated by comparing with the wheel speeds accumulated and recorded during actual operation. Then, the control arithmetic device automatically corrects and stores the reference wheel rotational speed when a predetermined error is recognized in the rotational speed of the wheel required for traveling the predetermined distance. In this way, accurate train travel speed and travel distance information can always be acquired.

  In the device of the present invention, an automatic correction function for the reference wheel rotational speed is provided to avoid changing the setting of the wheel diameter every time the wheel diameter changes. The control arithmetic unit 1 stores the number of pulses obtained when traveling between two defined points as a standard wheel speed, and the pulse obtained each time it passes through the two ground points. The number is compared with the number of pulses stored in the control arithmetic unit 1, and the value of the standard wheel speed is corrected if the ratio of the difference is constant by a plurality of comparisons. Since the standard wheel rotation speed is automatically corrected in this way, accurate vehicle travel speed and vehicle travel distance can be calculated.

The vehicle travel speed and vehicle travel distance are calculated from the pulse and wheel diameter corresponding to the axle speed generated by the pulse generator installed at the end of the axle, and the vehicle travel position is calculated from the cumulative vehicle travel distance from the reference point. calculate. The number of pulses generated per unit time is detected by the pulse generator installed at the end of the axle, and pulse data is transmitted to the input / output device 20.
Also, since the phase of the pulse from the pulse generator differs depending on the direction of rotation, if the detected direction of rotation of the axle is different from the forward or reverse command of the crew, it is detected by the control arithmetic unit 1 as abnormal rolling. The

(Vehicle equipment data)
Vehicle equipment data (vehicle equipment state data and vehicle equipment control command data) to be recorded are scattered in the train organization. The different types of vehicle equipment data handled by the system of the present invention are various digital data, analog data, or data obtained by digitizing the data.
Examples of various vehicle equipment state data scattered in the train train include digital signals such as power running command, brake command, door opening / closing, ATS device status signal, traveling speed, forward / reverse direction, traveling position, abnormal rolling, etc. There is digital data such as. Also, analog values such as compressed air tank pressure, brake cylinder pressure, and vehicle interior temperature are digitized by an aerodynamic converter and an AD converter. Each of these data acquired by known detection means is output to the input / output device 20 installed in a plurality of vehicles in the formation vehicle.
Further, the vehicle equipment control command data includes a vehicle interior lamp control command and an air conditioning equipment control command. These command data are output from a vehicle equipment control device (not shown) connected to the control arithmetic device 1 to the input / output devices 20 installed in a plurality of vehicles in the trained vehicle via the communication device 16. . In addition, the said vehicle equipment control apparatus outputs the control instruction | command corresponding to operation, such as turning on / off of an interior lighting lamp by a crew member, and an air-conditioning equipment setting change.
The input / output devices 20 installed in each vehicle are connected by a train / jumper cable to perform multiplex communication of the vehicle equipment data. The vehicle equipment data is transmitted to the control arithmetic unit 1 of the apparatus main body 10 via the data communication device 16. The system of the present invention includes one or a plurality of, preferably two train / jumper cables, a communication device 16, and an input / output device 20 connected thereto, in order to perform multiple communication of a large number of input / output signals and information of a train. And on-vehicle and ground facilities for transmitting and receiving data relating to vehicle travel locations.

  The input / output device 20 of each vehicle is shielded by one or more shielded operation information output from each device in the vehicle being passed to the vehicle organization by using the multiplex communication by the communication device 16. Preferably, the data is transmitted to the apparatus body 10 through two (two lines) trem / jumper cables.

  Note that the power running command detection device detects an electrical signal corresponding to each power running command by a crew member's steering operation and transmits power running command data according to the crew member's power running operation to the input / output device 20. The brake command detection device detects an electrical signal corresponding to a brake valve handle angle or a brake step by a crew member's handle operation, and transmits brake command data according to the crew member's brake operation to the input / output device. The door opening / closing detection device detects whether each door on the vehicle side is completely closed by a detection device installed at the door end of the train side door, and transmits the door opening / closing data to the input / output device. The ATS device state detection device receives the signal and outputs a control signal corresponding to the signal, but detects the reception state and signal output state and transmits the state signal data to the input / output device. Further, the forward / reverse command detection device detects an electrical signal corresponding to the forward / reverse command by the crew member's lever operation, and transmits the forward / backward command data according to the forward / backward command operation of the crew member to the input / output device.

(Train side door opening control)
The door opening operation control at a predetermined position in a travel location (stop station) or the like is performed with reference to data acquired from the position data transmitting / receiving device 12. Train organization data (location information on the current position of the vehicle (running location, station number, location where station can be boarded / exited, etc.) received from the equipment on the ground side from the ground side equipment installed in the station premises and stored in advance in the apparatus body 10 ( Compared with the number of knitting cars or knitting growth), it is detected whether or not the train stop position is a position where it is possible to get on and off. Based on the position data of the vehicle and the train organization data, only the door opening operation on the side where the entire train organization can get on and off is permitted. When the entire train organization is at a position where passengers can get on and off, the train side door opens when the crew member opens the door to the side door in the direction in which passengers can get on and off. On the other hand, the train side door is not opened even when the crew member opens the door on the train side door on the side where it is impossible to get on and off. When both sides can get on and off, the side doors on both sides of the train are opened by the opening operation by the crew. When all or part of the train formation is out of the boarding / exiting position, such as when the train stops outside the station or overruns the station other than the station, all the side doors of the train open even if the crew opens the door. Absent. Thus, the train side door is not opened even when the crew member makes a door opening operation at a place where passengers cannot get on and off by mistake.
Only when the train operation data is input to the main unit of the train as the train type data (express, express, normal, etc.), and the train stops at the above-mentioned position where the train should stop, When the train side door opens and stops at a station that should not stop, a function can be added to control the train side door not to open.

This door opening operation control will be described more specifically with reference to FIG. Installed in the vicinity of the upper arm of the train (hereinafter referred to as the first upper arm 31), the upper arm of the train at the end of the train (hereinafter referred to as the last upper arm 32), and the rail. Position information is transmitted and received by the ground elements 33 and 34, the current position of the train is detected, and whether or not the crew member can open the door is controlled.
As shown in FIG. 3 (a), when the top car upper 31 passes through the ground element installed at the station entrance (hereinafter referred to as the entrance ground element 33), the station, incoming line number, and platform left and right information from the entrance ground element 33 are displayed. Receive.

  (c) is a case where the train stops at a normal stop position of the station (position where the station can get on and off). In this way, when the tail car upper 32 passes through the entrance ground 33 and the top car 31 stops at a point where it does not pass the ground installed at the station exit (hereinafter referred to as the exit ground 34). The train crew determines that the entire train can be boarded and exited, and the crew member opens the door to the direction in which the boarding is possible, that is, the train side door on the platform, based on the station, entrance number, and platform left and right information obtained from the entrance ground element 33. If you go, the side door will open. At this time, the train side door does not open in the direction in which passengers cannot get on or off, that is, on the opposite side of the platform, even if the crew member performs the door opening operation. If both sides can get on and off, that is, if there are platforms on both sides, the side doors of the train will open if the crew member opens the door.

As shown in (a), if the train stop position is stopped in front of the station other than the station, it is determined that it is not possible to get on and off because the information about the station has not been received from the ground station, and the crew member opens the door. The train side door does not open.
When the leading car upper 31 passes through the entrance ground element 33 and the last tail upper element 32 stops without passing through the entrance ground element 33 as shown in FIG. Therefore, even if the crew performs the door opening operation, all the train side doors will not open.
As shown in (d), if the top car upper 31 stops after passing through the exit ground child 34, all train side doors will be open even if the train operator determines that a part of the train formation is a position where it is not possible to get on and off and the crew member opens the door. will not open.
As shown in (e), when the last car upper 32 stops after passing through the exit ground child 34, the entire train formation is detected as a position where it is impossible to get on and off, and even if the crew performs the door opening operation, all the train side doors are opened. Absent.

As shown in (d) and (e), the top car body 31 stops after passing through the exit ground element 34, and as the reverse (c) (normal stop position), the top car body 31 again moves to the exit ground element 34 as a result of reverse travel. , And when the last car top 32 stops at a point where it does not pass the entrance ground element 33, it is determined that the entire train formation can be boarded and exited. Based on the information, the train side door opens when the crew member opens the door in the direction in which the passenger can get on or off, that is, the train side door on the platform side. At this time, the train side door does not open in the direction in which passengers cannot get on or off, that is, on the opposite side of the platform, even if the crew member performs the door opening operation. If both sides can get on and off, that is, if there are platforms on both sides, the side doors of the train will open if the crew member opens the door.
As shown in (c), (d), and (e), the last tail wheel upper 32 stops after passing through the entrance ground child 33, and the rear tail wheel upper 32 is again driven as shown in (a) and (b) by reverse movement. When the train stops after passing through the entrance ground element 33, it is determined that the entire train formation or a part of the train formation is an unembarkable position, and even if the crew member performs the door opening operation, all the train side doors are not opened.

  The train side door is opened when current flows through a door opening / closing circuit configured by a crew member opening the door opening / closing switch. When it is detected that all or part of the train formation cannot be boarded / exited, a part of the door opening / closing circuit is shut off, and even if the crew member opens the door opening / closing switch, the circuit is not configured and all the train side doors are opened. Absent.

  The system of the present invention can record data over substantially the entire period of train operation and is useful for analyzing accident investigations. In addition, it is possible to avoid an erroneous operation of opening a train door by a crew member.

It is the schematic which shows one specific example of the operation assistance system of this invention. It is a schematic diagram which shows the sampling and description method of the vehicle equipment data in the system of this invention. It is explanatory drawing when the train provided with the operation assistance system of this invention approaches the station premises.

Explanation of symbols

1: control arithmetic unit 2: storage device 3: built-in clock 10: device main body 11: display 12: position data transmission / reception device 16: communication device 20: input / output device 31: top car upper arm 32: last tail car upper arm 33 : Entrance ground element 34: Exit ground element

Claims (9)

  An operation support system that collects state information of different types of vehicle equipment scattered in the train organization and controls the vehicle equipment.   An input / output device that handles vehicle equipment data consisting of different types of vehicle equipment status data and vehicle equipment control command data over the entire period, and a control arithmetic device that stores the vehicle equipment status data in a storage device in association with time The operation support system according to claim 1.   The vehicle equipment state data is a power running command, a brake command, door opening / closing, an ATS device state signal, a traveling speed, a forward / reverse direction, a traveling position, an abnormal rolling, a compressed air tank pressure, a brake cylinder pressure, and an interior temperature. Or 2 operation support systems.   The operation support system according to any one of claims 1 to 3, wherein the control arithmetic device stores data in the storage device only when the vehicle equipment data changes with time.   Vehicle equipment data input / output devices installed in a plurality of vehicles in the organized vehicle are connected by a train / jumper cable to perform multiplex communication of the vehicle equipment data, and the vehicle equipment data is transmitted to the main body of the apparatus via the data communication device. The operation support system according to any one of claims 1 to 4, which is transmitted to the control arithmetic device.   The operation support system according to any one of claims 1 to 5, wherein the storage device for storing the same vehicle equipment data by multiplex communication is a non-volatile memory provided in a plurality of vehicles in the train.   The operation support according to any one of claims 1 to 6, further comprising a position data transmitting / receiving device configured to acquire a current position data of a train, comprising a ground element provided in the vicinity of the rail and a vehicle upper element that is attached to the vehicle and performs transmission and reception with the ground element system.   The wheel rotation speed required for the train to travel between the ground elements provided at a predetermined distance in the train traveling direction is stored as a reference wheel rotation speed, and the reference wheel rotation speed is integrated and recorded. A control arithmetic unit is provided for calculating an accurate travel distance and travel speed by comparison with the above and for automatically correcting and storing the reference wheel rotational speed when the wheel rotational speed required to travel a predetermined distance changes. The operation support system according to claim 7, wherein the operation support system is provided. Based on the train location, the station number and the location data of the vehicle including the station where the train can be boarded and exited, and the train organization data recorded on the vehicle side including the number of trains or train growth, the door on the side where the entire train organization can get on and off The operation support system according to claim 7 or 8, further comprising an opening control means that allows only operation.

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