JP2021090352A - On-board device - Google Patents

Abstract

To provide an on-board device that reduces load on a communication device for a train when data necessary for managing train operations and state data of the apparatuses installed to the train are communicated.SOLUTION: An on-board device includes: a measurement device installed to a train to measure a state of an apparatus installed to the train; and an apparatus information storing device installed to the train to store apparatus information that is measured by the measurement device and indicates the state of the apparatus. When apparatus information is not transmitted on a ground side, the apparatus information storing device stores the apparatus information.SELECTED DRAWING: Figure 1

Description

The present invention relates to a condition monitoring system for monitoring the equipment state of a vehicle traveling on a certain route such as a railroad vehicle.

As a condition monitoring system for railway vehicles such as trains, a system that accumulates condition data of railway vehicle equipment with a ground device and detects an abnormality of the equipment by utilizing the accumulated past condition data is widely known.

For example, in Patent Document 1, the state data of the device is collected by the state monitoring device mounted on the moving body, the collected state data is accumulated in the ground device, and the failure information transmitted from the moving body on the ground device side when a failure occurs. A device that diagnoses an abnormality by comparing it with past failure information and transmits the abnormality diagnosis result and the reliability of the diagnosis result to a moving body is disclosed.

Japanese Unexamined Patent Publication No. 2011-201336

In order to monitor the state of the device, the amount of data of the state data of the device to be acquired becomes enormous. In addition, the train transmits the data necessary for operation management to the centralized traffic control installed on the ground. When data necessary for operation management and device status data are transmitted from the train to a device on the ground, there is a problem that the amount of data for communication increases and the load on the communication device of the train increases.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to reduce the load on the communication device of a train when the data necessary for operation management of the train and the state data of the equipment are communicated with each other. Is to be.

The state monitoring on-board device of the first invention is a measuring device that measures the state of equipment mounted on a train traveling on a certain route, an on-board communication device that communicates with an external device of the train, and a predetermined output. It is provided with a device information management device for determining whether or not to output device information indicating the state of the device measured by the measuring device to the on-board communication device based on the specified conditions.

The train condition monitoring system of the second invention is a train condition monitoring system for a train traveling on a certain route, outputs equipment information indicating the condition of the equipment mounted on the train, and controls the train necessary for train operation management. An on-board device that outputs information, a first terrestrial communication device that communicates train control information with a train located in the first area, and a second area adjacent to the first area. A second terrestrial communication device that communicates train and train control information, and a terrestrial device information communication device that communicates device information with trains in the first area and trains in the second area. It is equipped with.

The train condition monitoring system of the third invention outputs device information indicating the state of the equipment mounted on the train based on predetermined conditions regarding output in the train condition monitoring system of a train traveling on a certain route. An on-board device that outputs train control information necessary for train operation management, a first ground communication device that communicates train control information with trains located in the first area, and adjacent to the first area. It is equipped with a second terrestrial communication device for communicating train control information with trains located in the second area.

The state monitoring on-board device according to the present invention is a measuring device for measuring the state of equipment mounted on a train traveling on a certain route, an on-board communication device for communicating with an external device of the train, and a predetermined output. By providing a device information management device that determines whether or not to output device information indicating the state of the device measured by the measuring device to the on-board communication device based on the above conditions, the load on the train communication device is reduced. The purpose is to do that.

Further, the train condition monitoring system according to the present invention outputs device information indicating the state of the equipment mounted on the train in the train condition monitoring system of a train traveling on a certain route, and is a train necessary for train operation management. An on-board device that outputs control information, a first terrestrial communication device that communicates train control information with a train located in the first area, and a second area adjacent to the first area. A second terrestrial communication device that communicates train control information with a train, and a terrestrial device information communication device that communicates device information with a train in the first area and a train in the second area. , Is intended to reduce the load on the communication device of the train.

Further, the train condition monitoring system according to the present invention outputs device information indicating the state of the equipment mounted on the train based on a predetermined condition regarding output in the train condition monitoring system of a train traveling on a certain route. , An on-board device that outputs train control information necessary for train operation management, a first ground communication device that communicates train control information with trains located in the first area, and adjacent to the first area. It is an object of the present invention to reduce the load on the communication device of the train by providing the train existing in the second area and the second terrestrial communication device for communicating the train control information.

It is a figure which shows the schematic structure of the condition monitoring vehicle-mounted device 1A which concerns on Embodiment 1. FIG. It is a figure which shows the schematic structure of the condition monitoring ground system 1B which concerns on Embodiment 1. FIG. It is a flowchart which shows the operation of the device information management apparatus which concerns on Embodiment 1. FIG. It is a figure which shows the schematic structure of the modification of the condition monitoring vehicle-mounted device 1A which concerns on Embodiment 1. FIG. It is a flowchart which shows the operation of the device information management apparatus of the modification 1 which concerns on Embodiment 1. FIG. It is a figure which shows the schematic structure of another modification of the condition monitoring vehicle-mounted device 1A which concerns on Embodiment 1. FIG. It is a figure which shows the schematic structure of another modification of the condition monitoring vehicle-mounted device 1A which concerns on Embodiment 1. FIG. It is a figure which shows the schematic structure of the vehicle-mounted communication device of the condition monitoring vehicle-mounted device 1A according to the first embodiment. It is a figure which shows the schematic structure of the condition monitoring vehicle-mounted device 2A which concerns on Embodiment 2. FIG. It is a figure which shows the schematic structure of the condition monitoring ground system 2B which concerns on Embodiment 2. FIG. It is a flowchart which shows the operation of the device information management apparatus which concerns on Embodiment 2. It is a figure which shows the schematic structure of the modification of the condition monitoring vehicle-mounted device 2A which concerns on Embodiment 2. FIG. It is a figure which shows the schematic structure of another modification of the condition monitoring vehicle-mounted device 2A which concerns on Embodiment 2. FIG. It is a figure which shows the schematic structure of the modification of the condition monitoring ground system 2B which concerns on Embodiment 2. FIG. It is a figure which shows the schematic structure of the condition monitoring vehicle-mounted device 3A which concerns on Embodiment 3. FIG. It is a figure which shows the schematic structure of the condition monitoring ground system 3B which concerns on Embodiment 3. FIG. It is a figure which shows the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a figure which shows the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a flowchart which shows the operation of the device information management apparatus which concerns on Embodiment 3. It is a figure which shows the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a figure which shows the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a figure which shows the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a figure which shows the schematic structure of the modification of the condition monitoring ground system 3B which concerns on Embodiment 3. FIG. It is a figure which shows the modification of the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a figure which shows the modification of the train condition monitoring system 3C which concerns on Embodiment 3. FIG. It is a flowchart which shows the operation of the device information management apparatus of the modification which concerns on Embodiment 3. FIG. It is a figure which shows the schematic structure of another modification of the condition monitoring ground system 3B which concerns on Embodiment 3. FIG. It is a figure which shows the schematic structure of another modification of the condition monitoring ground system 3B which concerns on Embodiment 3. FIG. It is a flowchart which shows the operation of the device information management apparatus of another modification which concerns on Embodiment 3. FIG. It is a figure which shows the schematic structure of the condition monitoring vehicle-mounted device 4A which concerns on Embodiment 4. FIG. It is a figure which shows the schematic structure of the condition monitoring ground system 4B which concerns on Embodiment 4. FIG. It is a figure which shows the train condition monitoring system 4C which concerns on Embodiment 4. FIG. It is a figure which shows the train condition monitoring system 4C which concerns on Embodiment 4. FIG. It is a flowchart which shows the operation of the device information management apparatus which concerns on Embodiment 4. It is a figure which shows the schematic structure of the modification of the condition monitoring ground system 4B which concerns on Embodiment 4. FIG. It is a figure which shows the train condition monitoring system 4C which concerns on Embodiment 4. FIG. It is a figure which shows the schematic structure of another modification of the condition monitoring ground system 4B which concerns on Embodiment 4. FIG. It is a figure which shows the train condition monitoring system 4C which concerns on Embodiment 4. FIG. It is a figure which shows the train condition monitoring system 4C which concerns on Embodiment 4. FIG. It is a figure which shows the general configuration example of the hardware which realizes the train condition monitoring system which concerns on Embodiments 1-4.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment 1
FIG. 1 is a diagram showing a schematic configuration of a condition monitoring vehicle-mounted device 1A according to a first embodiment of the present invention. The train 10 for the condition monitoring on-board device 1A includes the on-board device 100. The on-board device 100 includes the device 11, the measuring device 12, the device information acquisition device 13, the monitor device 14, the on-board central device 15, the device information management device 200, the device information storage device 16, and the on-board device. A communication device 20 and an antenna 17 are provided.

The measuring device 12 is a device that acquires the state of the device 11 (for example, a brake, an air conditioner, etc.) mounted on the train 10 and the state of a sensor included in the device 11. Hereinafter, the state of the device 11 on which the train 10 is mounted and the state of the sensor provided by the device 11 are referred to as "device state", and the data representing the device state is referred to as "device information". Although only one device 11 and one measuring device 12 are shown in FIG. 1, a plurality of devices 11 and a measuring device 12 may be provided.

The device information acquisition device 13 is connected to the measuring device 12, and device information is input from the measuring device 12. Although only one device information acquisition device 13 is shown in FIG. 1, a plurality of device information acquisition devices 13 may be provided.

The monitoring device 14 is, for example, a touch panel, which displays device information to the driver of the vehicle and accepts input from the driver.

The on-vehicle central device 15 is connected to the monitoring device 14, and can output device information to the monitoring device 14. Information necessary for the operation management of the train 10 is input to the on-board central device 15. Hereinafter, the information necessary for the operation management of the train 10 is referred to as "train control information". Examples of train control information include train position information and train speed information. Examples of train position information include kilometer distance information, in-line information, and in-line area information. Further, the train position information may be GPS position information. Information necessary for calculating train control information is input from a speed generator (not shown), a speed sensor (not shown), or the like.

The device information management device 200 is connected to the on-board central device 15, the device information acquisition device 13, and the on-board communication device 20. It is possible to receive train control information from the on-board central device 15. The train position information may be received from a device other than the on-board central device 15. In addition, device information is input from the device information acquisition device 13. When there are a plurality of device information acquisition devices 13, device information is input from the plurality of device information acquisition devices 13.

The device information management device 200 specifies an output destination of device information based on predetermined conditions for output, and outputs the device information to the on-board communication device 20. Details of the predetermined conditions will be described later. The device information management device 200 is connected to the device information storage device 16, and can output device information to the device information storage device 16.

The device information management device 200 can add additional information to the device information. Specific examples of the additional information include information on the time when the device information was obtained, information on the place where the device information was obtained, and the like. The additional information makes it possible to recognize the time and place where the device information was obtained. The device information management device 200 receives information on the location from the on-board central device 15 as train position information or the like.

The device information management device 200 can receive information on the time from the on-board central device 15, or can add the time to the device information if the device information management device 200 has its own clock. Further, when the device information is input from a plurality of device information acquisition devices 13, the device information from each device information acquisition device 13 can be synchronized. Synchronization can be achieved by using reference time information, for example, clock information provided by the device information management device 200 itself.

The device information storage device 16 can input device information output from the device information management device 200, and can store and store the device information.

The on-board communication device 20 can communicate with the terrestrial communication device 400, which will be described later, installed outside the train 10 via the antenna 17. The on-board communication device 20 receives train control information output from the on-board central device 15 and device information output from the device information management device 200, and train control information and devices are input to the ground communication device 400 via the antenna 17. Send information. Further, the information transmitted from the terrestrial communication device 400 to the train 10 is received via the antenna 17.

FIG. 2 is a diagram showing a schematic configuration of a condition monitoring ground system 1B of the train condition monitoring system 1C according to the first embodiment of the present invention. The train 10 traveling on the track 50 includes an on-board device 100. The condition monitoring ground system 1B includes a ground communication device 400.

The terrestrial communication device 400 is connected to the operation management device 600 that manages the operation of the train 10 via the terrestrial network 500. The terrestrial communication device 400 can communicate with the on-board communication device 20 provided in the train 10 via the terrestrial communication antenna 401. In the terrestrial communication device 400, train control information and device information output from the on-board communication device 20 are input via the terrestrial communication antenna 401. The train control information is sent to the operation management device 600 via the ground network 500. Further, the terrestrial communication device 400 is connected to the terrestrial server 40 that stores device information via the terrestrial network 500. The device information input to the terrestrial communication device 400 is sent to the terrestrial server 40 via the terrestrial network 500. Although the operation management device 600 and the ground server 40 are described as separate devices in FIG. 2, they may be common devices.

The ground server 40 can store and store device information output from the train. The state of the device 11 can be analyzed and the deterioration of the device 11 can be diagnosed by using the accumulated device information and a known statistical method. That is, the device information can be rephrased as the information necessary for the deterioration diagnosis.

Next, the operation of the condition monitoring vehicle-mounted device 1A according to the first embodiment will be described. FIG. 3 is a flowchart showing the operation of the device information management device 200 of the condition monitoring on-board device 1A according to the first embodiment.

The device information management device 200 receives device information from the device information acquisition device 13 (S101). It is determined whether to transmit the input device information to the ground based on a predetermined condition (S102). The details of the determination method will be described later. When transmitting to the ground (S102: Yes), it is determined whether to store the device information in the train based on a predetermined condition regarding storage (S103). The details of the determination method will be described later. When not stored in the train (S103: No), the device information is output to the on-board communication device 20 (S104). When storing in the train (S103: Yes), the device information is output to the on-board communication device 20 and the device information storage device 16 (S105).

In S102, when not transmitting to the ground (S102: No), it is determined whether to store the device information in the train (S106). When storing in the train (S106: Yes), the device information is output to the device information storage device 16 (S107). If it is not stored in the train (S106: No), the device information is discarded (S108).

As shown in FIG. 3, the device information management device 200 determines whether to output the device information to the on-board communication device 20, output to the device information storage device 16, or discard. That is, the device information management device 200 specifies whether to output the device information to the on-board communication device 20, the device information storage device 16, or discard (erase).

The device information management device 200 determines whether or not to transmit to the ground based on predetermined conditions regarding output. As a first specific example of the predetermined condition, the determination is made based on the command from the vehicle central device 15. When the transmission command to the ground is received from the on-board central device 15, it may be determined that the transmission command is transmitted to the ground. In this case, the on-board central device 15 periodically sends a transmission command to the ground to the device information management device 200. The device information management device 200 may determine that the device information management device 200 does not transmit to the ground when the transmission command to the ground, which is periodically sent from the vehicle central device 15, is stopped. Further, it may be determined that the information is transmitted to the ground until the transmission stop command to the ground is sent from the on-board central device 15 to the device information management device 200.

Further, as a second specific example of the predetermined conditions, the device information management device 200 includes a database (not shown) that associates the train position information and the necessity of transmission to the ground, from the on-board central device 15. When the train position information is received, the database may be referred to to determine whether or not the train position information needs to be transmitted to the ground. The database may be provided in a device other than the device information management device 200.

As a third specific example of the predetermined condition, there is an operating state of the train 10. For example, when coasting is performed, it is considered that the load applied to the device 11 is small, so that the deterioration of the device 11 is unlikely to progress. In this case, it may be determined that it is not necessary to transmit the device information, which is the information necessary for the deterioration diagnosis, to the ground.

As a fourth specific example of the predetermined conditions, when the device 11 has no sign of deterioration or no sign of deterioration is suspected, the device information management device 200 is information necessary for deterioration diagnosis. It may be determined that it is not necessary to transmit the device information to the ground. As a specific example of the method for determining the presence or absence of signs of deterioration, it is determined whether or not the device information exceeds a predetermined threshold value.

Further, it may be determined whether or not to transmit to the ground under other conditions.

The device information management device 200 determines whether or not to store in the device information storage device 16 based on predetermined conditions regarding storage. As a first specific example of the predetermined condition, the determination is made based on the command from the vehicle central device 15. When the storage command to the device information storage device 16 is received from the on-board central device 15, it may be determined that the storage command is transmitted to the ground. In this case, the on-board central device 15 periodically sends a storage command to the device information storage device 16 to the device information management device 200. The device information management device 200 may determine that the device information storage device 16 does not store the storage command when the storage command to the device information storage device 16 periodically sent from the vehicle central device 15 is stopped. Further, it may be determined that the device information storage device 16 is stored until the storage stop command to the device information storage device 16 is sent from the on-board central device 15 to the device information management device 200.

Further, as a second specific example of the predetermined conditions, the device information management device 200 includes a database (not shown) that associates the train position information and the necessity of transmission to the ground, from the on-board central device 15. When the train position information is received, the database may be referred to to determine whether or not the train position information needs to be stored in the device information storage device 16. Further, it may be determined whether or not to store in the device information storage device 16 by another method. Further, the database may be provided in a device other than the device information management device 200.

As a third specific example of the predetermined condition, there is an operating state of the train 10. For example, when coasting is performed, it is considered that the load applied to the device 11 is small, so that the deterioration of the device 11 is unlikely to progress. In this case, it may be determined that the storage of the device information, which is the information necessary for the deterioration diagnosis, in the device information storage device 16 is unnecessary.

As a fourth specific example of the predetermined conditions, when the device 11 has no sign of deterioration or no sign of deterioration is suspected, the device information management device 200 is information necessary for deterioration diagnosis. It may be determined that the storage of the device information in the device information storage device 16 is unnecessary. As a specific example of the method for determining the presence or absence of signs of deterioration, it is determined whether or not the device information exceeds a predetermined threshold value.

As a fifth specific example of the predetermined condition, it may be determined whether or not the device information is transmitted to the ground. When the device information is transmitted to the ground, the device information is stored in the ground server 40, so no memory is required. If the device information is not transmitted to the ground, the device information is not stored in the ground server 40, so the memory is stored. You may decide that it is necessary. That is, whether or not to store the device information in the device information storage device 16 may be determined based on whether or not the device information is output to the on-board communication device 20.

Further, it may be determined whether or not to transmit to the ground under other conditions.

It is preferable that the device information input to the device information management device 200 is specified. For example, the device information acquisition device 13 is made to specify the device information input from the measuring device 12. Each device 11 and each measuring device 12 has a unique ID, and by adding the unique ID of the device 11 or the unique ID of the measuring device 12 to the device information, or by adding the unique ID of the device 11 and the measuring device 12. By adding it, the device information for which device 11 and the measuring device 12 can be identified so as to be known. Even when multiple different device information is input from the same device, each device information is specified. Information that identifies a plurality of different device information of the same device can also be added.

Since the device information management device 200 specifies which device 11 and the measuring device 12 the device information input from the device information acquisition device 13 is the device information for which device 11 and the measuring device 12, each device information is transmitted to the ground and stored. It is possible to judge whether or not it is necessary to remember the information.

When transmitting to the ground and determining whether or not storage in the device information storage device 16 is necessary, the transmission method and the storage method may be determined based on predetermined predetermined conditions. Predetermined conditions include the operating state of the train 10 and specific device information. For example, when coasting is performed, it is considered that the load applied to the electric motor provided in the train 10 is small, so it may be determined that the device information related to the electric motor is not transmitted to the ground. The cycle of transmission to the ground may be reduced. For example, if device information is input to the device information management device 200 five times per second and the above determination is made, it is determined that the device information will be transmitted to the ground once, and the remaining four times will not be transmitted to the ground. You may judge that. By reducing the number of transmissions to the ground, the load on the on-board communication device 20 can be reduced, so that efficient data transmission can be performed.

Further, when there is no sign of deterioration in the device 11, or when no sign of deterioration is suspected, the device information management device 200 may reduce the number of transmissions to the ground. When there is no sign of deterioration in the device 11, or when there is no suspicion of deterioration, the device information is thinned out and transmitted to the ground, so that the load on the on-board communication device 20 can be reduced, which is efficient. Data can be transmitted.

<Modification example 1>
FIG. 4 is a diagram showing a schematic configuration of a modified example of the condition monitoring vehicle-mounted device 1A according to the first embodiment of the present invention. The train 10 according to the first modification of the condition monitoring on-board device 1A includes the on-board device 110. The feature is that the device information management device 210 is not connected to the on-board communication device 20.

FIG. 5 is a flowchart showing the operation of the device information management device 210 of the first modification.

In the device information management device 210 shown in FIG. 5, device information is input from the device information acquisition device 13 (S111). It is determined whether to transmit the input device information to the ground (S112). When transmitting to the ground (S112: Yes), it is determined whether to store the device information in the train (S113). When not stored in the train (S113: No), the device information is output to the on-board central device 15 (S114). When storing in the train (S113: Yes), the device information is output to the on-board central device 15 and the device information storage device 16 (S115).

In S112, when not transmitting to the ground (S112: No), it is determined whether to store the device information in the train (S116). When storing in the train (S116: Yes), the device information is output to the device information storage device 16 (S117). If it is not stored in the train (S116: No), the device information is discarded (S118).

The first modification is characterized in that, when the device information management device 210 determines that the device information management device 210 transmits the information to the ground, the device information management device 210 transmits the information to the vehicle central device 15. Since the train control information and the device information output to the on-board communication device 20 can be collected in the on-board central device 15, transmission can be simplified and the load on the on-board communication device 20 can be reduced.

<Modification 2>
FIG. 6 is a diagram showing a schematic configuration of a modified example of the condition monitoring vehicle-mounted device 1A according to the first embodiment of the present invention. The train 10 according to the second modification of the condition monitoring on-board device 1A includes the on-board device 120. The feature is that the information management device 320 is arranged between the on-board central device 15 and the on-board communication device 20. The information management device 320 includes a device information management device 220. Although the device information management device 220 is shown in FIG. 6, the device information management device may not be provided. The information management device 320 may be provided with the function of the device information management device. In the information management device 320, train control information is input from the on-board central device 15, and device information is input from the device information acquisition device 13. The operation of the device information management device 220 is the same as the operation of the device information management device 200 described above. That is, in the second modification, the information management device 320 determines whether or not to transmit the device information to the ground and whether or not to store the device information in the device information storage device 16 based on predetermined conditions.

In the second modification, the information management device 320 can collect the train control information and the device information output to the on-board communication device 20, so that the transmission can be simplified and the load on the on-board communication device 20 can be reduced.

<Modification example 3>
FIG. 7 is a diagram showing a schematic configuration of a modified example of the condition monitoring vehicle-mounted device 1A according to the first embodiment of the present invention. The train 10 according to the third modification of the condition monitoring on-board device 1A includes the on-board device 130. The information management device 330 is characterized by including an on-vehicle central device 15 and a device information management device 230. Although the device information management device 230 is shown in FIG. 7, the device information management device may not be provided. The information management device 330 may be provided with the function of the device information management device. The operation of the device information management device 230 is the same as the operation of the device information management device 200 described above. That is, in the third modification, the information management device 330 determines whether or not to transmit the device information to the ground and whether or not to store the device information in the device information storage device 16 based on predetermined conditions.

In the third modification, the information management device 330 can collect the train control information and the device information output to the on-board communication device 20, so that the transmission can be simplified and the load on the on-board communication device 20 can be reduced.

FIG. 8 is a diagram showing a schematic configuration example of the on-board communication device 20 of the condition monitoring on-board device 1A according to the first embodiment. The on-board communication device 20 of FIG. 8A has a communication unit 21. The train control information and the device information are input to the communication unit 21, and the train control information and the device information can be collectively output to the antenna 17. The on-board communication device 20 of FIG. 8B has a train control information communication unit 22 and an equipment information communication unit 23. Train control information is input to the train control information communication unit 22. Further, device information is input to the device information communication unit 23. Since it has the train control information communication unit 22 and the equipment information communication unit 23, it is possible to output the train control information and the equipment information separately. For example, by shifting the timing of outputting train control information and device information, it is possible to output them separately. The on-board communication device 20 of FIG. 8C has a train control information communication unit 22 and an equipment information communication unit 23. It also has a plurality of antennas 17. Since it has the train control information communication unit 22 and the equipment information communication unit 23, it is possible to output the train control information and the equipment information separately. Further, since it has a plurality of antennas, it is possible to match the output timings of train control information and device information. The configuration shown in FIG. 8 is an example, and other configurations may be used.

The condition monitoring on-board device 1A according to the first embodiment transmits train control information and device information on the vehicle by different routes. Specifically, the device information is input to the device information management device 200 by a route different from the route of the train control information. By inputting the device information to the device information management device 200 by a route different from the route of the train control information, the train control information can be transmitted in the same manner as before, which affects the running of the train 10. Do not give. In addition, it is determined whether or not to transmit the device information to the ground. When not transmitting to the ground, it is not necessary to transmit to the on-board communication device 20, so that the load on the on-board communication device 20 can be reduced and efficient transmission becomes possible.

Further, by transmitting the train control information and the device information separately, the train control information can be stably transmitted even when the amount of data of the device information increases.

The state monitoring on-board device 1A according to the first embodiment is a measuring device 12 for measuring the state of the device 11 mounted on the train 10 traveling on a certain route, and an on-board communication device for communicating with an external device of the train 10. 20 and a device information management device 200 for determining whether or not to output device information indicating the state of the device 11 measured by the measuring device 12 to the on-board communication device 20 based on predetermined conditions regarding output. As a result, the load on the communication device of the train 10 can be reduced.

The state monitoring on-board device 1A according to the first embodiment includes a device information storage device 16 for storing device information, and the device information management device 200 stores device information based on predetermined conditions for storage. By determining whether or not to store in the information storage device 200, the load on the communication device of the train 10 can be reduced.

The state monitoring on-board device 1A according to the first embodiment includes an on-board central device 15 that manages train control information necessary for operation management of the train 10, and a predetermined condition regarding output is the on-board center. The load on the communication device of the train 10 can be reduced by making a judgment based on the ground transmission command from the device 15.

The condition monitoring on-board device 1A according to the first embodiment can reduce the load on the communication device of the train 10 by determining the predetermined conditions regarding the output based on the position information of the train 10.

The condition monitoring on-board device 1A according to the first embodiment can reduce the load on the communication device of the train 10 by determining the predetermined conditions regarding the output based on the operating state of the train 10.

The condition monitoring on-board device 1A according to the first embodiment reduces the load on the communication device of the train 10 by determining the predetermined conditions regarding the output based on the presence or absence of signs of deterioration of the device 11. Can be done.

The condition monitoring on-board device 1A according to the first embodiment determines that the predetermined conditions for storage are based on whether or not the device information is output to the on-board communication device 20, and thus the communication device of the train 10. Load can be reduced.
Embodiment 2
FIG. 9 is a diagram showing a schematic configuration of a condition monitoring vehicle-mounted device 2A according to a second embodiment of the present invention. The train 10 for the condition monitoring on-board device 2A includes an on-board device 140. The on-board device 140 includes the device 11, the measuring device 12, the device information acquisition device 13, the monitor device 14, the on-board central device 15, the device information management device 240, the device information storage device 16, and the device information. A communication device 30, a control information communication device 31, an antenna 18, and an antenna 19 are provided. It is characterized in that it includes a device information management device 240, a device information communication device 30, a control information communication device 31, an antenna 18, and an antenna 19. Hereinafter, the same description as in the first embodiment will be omitted with respect to the configuration and the function.

The device information management device 240 is connected to the on-board central device 15, the device information acquisition device 13, and the device information communication device 30. The device information management device 240 identifies the output destination of the device information and outputs the device information to the device information communication device 30. Details will be described later.

The control information communication device 31 can communicate with the terrestrial communication device 400 installed outside the train 10 via the antenna 18. The control information communication device 31 receives the train control information output from the on-board central device 15 and transmits the train control information to the ground communication device 400 via the antenna 18. Further, the information transmitted from the terrestrial communication device 400 to the train 10 is received via the antenna 18.

The device information communication device 30 can communicate with the terrestrial communication device 400 installed outside the train 10 via the antenna 19. The device information communication device 30 receives the device information output from the device information management device 240, and transmits the device information to the terrestrial communication device 400 via the antenna 19.

FIG. 10 is a diagram showing a schematic configuration of a condition monitoring ground system 2B of the train condition monitoring system 2C according to the second embodiment of the present invention. The train traveling on track 50 includes an on-board device 140. The condition monitoring ground system 2B includes a ground communication device 400.

The terrestrial communication device 400 is connected to the operation management device 600 that manages the operation of the train 10 via the terrestrial network 500. The terrestrial communication device 400 can communicate with the control information communication device 31 and the device information communication device 30 provided in the train 10 via the terrestrial communication antenna 401. In the terrestrial communication device 400, the train control information output from the control information communication device 31 and the device information output from the device information communication device 30 are input via the terrestrial communication antenna 401. Although FIG. 10 shows a configuration in which the ground communication antenna 401 receives train control information and device information, the train control information and device information may be received by another antenna.

Next, the operation of the condition monitoring vehicle-mounted device 2A according to the second embodiment will be described. FIG. 11 is a flowchart showing the operation of the device information management device 240 of the condition monitoring on-board device 2A according to the second embodiment.

The device information management device 240 receives device information from the device information acquisition device 13 (S201). It is determined whether to transmit the input device information to the ground (S202). When transmitting to the ground (S202: Yes), it is determined whether to store the device information in the train (S203). When not stored in the train (S203: No), the device information is output to the device information communication device 30 (S204). When storing in the train (S203: Yes), the device information is output to the device information communication device 30 and the device information storage device 16 (S205).

In S202, when the device information is not transmitted to the ground (S202: No), it is determined whether to store the device information in the train (S206). When storing in the train (S206: Yes), the device information is output to the device information storage device 16 (S207). If it is not stored in the train (S206: No), the device information is discarded (S208). The determination made by the device information management device 240 is the same as that in the first embodiment.

<Modification example 1>
FIG. 12 is a diagram showing a schematic configuration of a modified example of the condition monitoring vehicle-mounted device 2A according to the second embodiment of the present invention. The train 10 according to the first modification of the condition monitoring on-board device 2A includes the on-board device 150. The feature is that the information management device 350 is arranged between the on-board central device 15 and the control information communication device 31. The information management device 350 includes a device information management device 250.

In the information management device 350, train control information is input from the on-board central device 15, and device information is input from the device information acquisition device 13. Further, the train control information is output to the control information communication device 31, and the device information is output to the device information communication device 30. The operation of the device information management device 250 is the same as the operation shown in FIG.

In the first modification, the train control information and the device information are separated and input to the information management device 350, and the information management device 350 separates and outputs the train control information and the device information. Specifically, the information management device 350 specifies the output destination so that the train control information is output to the control information communication device 31 and the device information is output to the device information communication device 30. The information management device 350 can reduce the load on the train communication device by separately transmitting the train control information and the device information.

<Modification 2>
FIG. 13 is a diagram showing a schematic configuration of a modified example of the condition monitoring vehicle-mounted device 2A according to the second embodiment of the present invention. The train 10 according to the second modification of the condition monitoring on-board device 2A includes the on-board device 160. The information management device 360 is characterized by including an on-vehicle central device 15 and a device information management device 260. The operation of the device information management device 260 is the same as the operation of the device information management device 240.

In the second modification, the train control information and the device information are separated and input to the information management device 360, and the information management device 360 separates and outputs the train control information and the device information. Specifically, the information management device 360 specifies the output destination so that the train control information is output to the control information communication device 31 and the device information is output to the device information communication device 30. The information management device 360 can reduce the load on the train communication device by transmitting the train control information and the device information separately.

<Modification example 3>
FIG. 14 is a diagram showing a schematic configuration of a modified example of the condition monitoring ground system 2B of the train condition monitoring system 2C according to the second embodiment of the present invention. It is characterized by being provided with a ground equipment information communication device 700 and a ground equipment information communication antenna 701.

The train control information output from the train is received by the ground communication device 400, and the device information output from the train is received by the ground device information communication device 700.

The terrestrial communication device 400 is connected to the operation management device 600 that manages the operation of the train 10 via the terrestrial network 500. The terrestrial communication device 400 can communicate with the control information communication device 31 provided in the train 10 via the terrestrial communication antenna 401. In the terrestrial communication device 400, the train control information output from the control information communication device 31 is input via the terrestrial communication antenna 401.

The ground equipment information communication device 700 can communicate with the equipment information communication device 30 provided in the train 10 via the ground equipment information communication antenna 701. In the ground device information communication device 700, the device information output from the device information communication device 30 is input via the ground device information communication antenna 701. The device information is sent to the ground server 40 via the device information network 702.

In the third modification, by providing the terrestrial communication device 400 and the terrestrial device information communication device 700, it is possible to separately communicate the train control information and the device information.

The condition monitoring on-board device 2A according to the second embodiment can independently include a communication device for train control information and device information by separately outputting train control information and device information. Further, by providing the control information communication device 31 and the device information communication device 30, the communication method of the train control information and the device information can be changed. Specifically, since the control information communication device 31 communicates information necessary for the operation management of the train 10, it is possible to communicate by a communication method that emphasizes error correction. Since the device information communication device 30 communicates a huge amount of data, it is possible to communicate by a communication method that emphasizes large-capacity communication.

In the state monitoring on-board device 2A according to the second embodiment, the on-board communication device includes a control information communication device 31 for transmitting train control information to an external device and a device information communication device 30 for transmitting device information to the external device. , The load on the communication device of the train 10 can be reduced.
Embodiment 3
FIG. 15 is a diagram showing a schematic configuration of a condition monitoring vehicle-mounted device 3A according to a third embodiment of the present invention. The train 10 for the condition monitoring on-board device 3A includes an on-board device 170. The basic configuration of the on-board device 170 is the same as that of the on-board device 100 of the first embodiment. The on-board device 170 differs from the on-board device 100 in that the device information management device 270 is provided. The configuration shown in FIG. 15 is an example, and may be the configuration of the other condition monitoring vehicle-mounted device described in the first and second embodiments. Hereinafter, the same configurations and functions as those of the first and second embodiments will be omitted.

FIG. 16 is a diagram showing a schematic configuration of a condition monitoring ground system 3B of the train condition monitoring system 3C according to the third embodiment of the present invention. The train traveling on track 50 is equipped with an on-board device 170. The condition monitoring ground system 3B includes a ground communication device 410 and a ground communication device 420.

In FIG. 16, in the condition monitoring ground system 3B, the area where the train 10 travels is divided into an area A and an area B. Area A and Area B are adjacent areas. In FIG. 16, the areas separated by the alternate long and short dash line are shown as area A and area B, respectively. The track 50 is laid across areas A and B. The area may be divided into multiple areas, such as when the area managed by the railway operator is large. Operation management devices may be placed in multiple areas to manage operations in each area. FIG. 16 is a diagram showing an example thereof. In FIG. 16, the station 60 is arranged at the boundary between the area A and the area B, but the station 60 may not be arranged. Hereinafter, the same configurations and functions as those of the first and second embodiments will be omitted.

The terrestrial communication device 410 is connected to the operation management device 610 that manages the operation of the train 10 located in the area A via the terrestrial network 510. The terrestrial communication device 410 can communicate with the on-board communication device 20 provided for the train 10 located in the area A via the terrestrial communication antenna 411. In the terrestrial communication device 410, train control information and device information output from the on-board communication device 20 are input via the terrestrial communication antenna 411. The train control information is sent to the operation management device 610 via the ground network 510. Further, the terrestrial communication device 410 is connected to the terrestrial server 40 that stores device information via the terrestrial network 510. The device information input to the terrestrial communication device 410 is sent to the terrestrial server 40 via the terrestrial network 510. In FIG. 16, the operation management device 610 and the ground server 40 are described as separate devices, but they may be common devices.

The terrestrial communication device 420 is connected to the operation management device 620 that manages the operation of the train 10 located in the area B via the terrestrial network 520. The terrestrial communication device 420 can communicate with the on-board communication device 20 provided for the train 10 located in the area B via the terrestrial communication antenna 421. In the terrestrial communication device 420, the train control information output from the on-board communication device 20 is input via the terrestrial communication antenna 421. The train control information is sent to the operation management device 620 via the ground network 520.

Operation management devices are installed in each of Area A and Area B. Further, the terrestrial server 40 that stores device information is connected to the terrestrial network 510 in area A, but is not connected to the terrestrial network 520 in area B. That is, in the area B, the device for collecting device information is not provided on the ground side.

As shown in FIG. 16, when the operation management device changes depending on the area, it is necessary to change the connection destination of the operation management. For example, when the train 10 is in the area A, the connection is established with the terrestrial communication device 410 whose network is connected to the operation management device 610 that manages the operation of the area A. When the train 10 is in the area B, the connection is established with the terrestrial communication device 420 to which the network is connected to the operation management device 620 that manages the operation of the area B.

The train condition monitoring system 3C according to the third embodiment will be described with reference to FIGS. 16, 17, and 18. In FIG. 16, the train is located in area A and is traveling in the direction of arrow 70 (direction from area A to B). In this case, the on-board communication device 20 provided in the train 10 communicates with the terrestrial communication device 410.

In FIG. 17, the train is in areas A and B and is traveling in the direction of arrow 70 (direction away from area A). In this case, the on-board communication device 20 provided in the train 10 communicates with the terrestrial communication device 420. That is, the on-board communication device 20 changes the terrestrial communication device to be connected.

In FIG. 18, the train is in area B and is traveling in the direction of arrow 70 (direction away from area A). In this case, the on-board communication device 20 provided in the train 10 communicates with the terrestrial communication device 420.

Next, the operation of the condition monitoring vehicle-mounted device 3A according to the third embodiment will be described. FIG. 19 is a flowchart showing the operation of the device information management device 270 of the condition monitoring on-board device 3A according to the third embodiment. The flowchart of the operation shown in FIG. 19 is the same as the flowchart shown in FIG. 3 of the first embodiment, and only the step code is changed.

The device information management device 270 receives device information from the device information acquisition device 13 (S301). It is determined whether to transmit the input device information to the ground (S302). When transmitting to the ground (S302: Yes), it is determined whether to store the device information in the train (S303). When not stored in the train (S303: No), the device information is output to the on-board communication device 20 (S304). When storing in the train (S303: Yes), the device information is output to the on-board communication device 20 and the device information storage device 16 (S305).

In S302, when not transmitting to the ground (S302: No), it is determined whether to store the device information in the train (S306). When storing in the train (S306: Yes), the device information is output to the device information storage device 16 (S307). If it is not stored in the train (S306: No), the device information is discarded (S308). The determination made by the device information management device 270 is the same as that in the first embodiment.

The operation of the device information management device 270 in the cases of FIGS. 16, 17 and 18 will be described. The device information management device 270 does not transmit the device information to the ground in the area B where the device information is not collected, but stores the device information in the device information storage device 16.

In the case of FIG. 16, specifically, the case where the train 10 is in the area A will be described. Since the device information is transmitted to the ground in the area A, the device information management device 270 determines that the device information is transmitted to the ground (S302: Yes). Next, it is determined whether to store the device information in the train (S303). When not stored in the train (S303: No), the device information is output to the on-board communication device 20 (S304). When storing in the train (S303: Yes), the device information is output to the on-board communication device 20 and the device information storage device 16 (S305).

In the case of FIG. 17, specifically, the case where the train 10 enters the area B from the area A will be described. In the case of FIG. 17, the train changes the terrestrial communication device to be connected from the terrestrial communication device 410 to the terrestrial communication device 420. Since the device information is not transmitted to the ground in the area B, the device information management device 270 determines that the device information is not transmitted to the ground (S302: No). Next, it is determined whether to store the device information in the train (S306). When storing in the train (S306: Yes), the device information is output to the device information storage device 16 (S307). If it is not stored in the train (S306: No), the device information is discarded (S308).

In the case of FIG. 17, the device information is not transmitted to the ground as described above, but the train control information is transmitted to the ground as before. Specifically, the train changes the output destination of the train control information from the terrestrial communication device 410 to the terrestrial communication device 420 by changing the terrestrial communication device to be connected from the terrestrial communication device 410 to the terrestrial communication device 420.

In the case of FIG. 18, specifically, the case where the train 10 is in the area B will be described. Since the device information is not transmitted to the ground in the area B, the device information management device 270 determines that the device information is not transmitted to the ground (S302: No). Next, it is determined whether to store the device information in the train (S306). When storing in the train (S306: Yes), the device information is output to the device information storage device 16 (S307). If it is not stored in the train (S306: No), the device information is discarded (S308).

Similar to the first embodiment, the device information management device 270 of the condition monitoring on-board device 3A according to the third embodiment transmits to the ground or is a device based on the predetermined conditions described in the first embodiment. It is determined whether to store in the information storage device 16. For example, it is preferable that the predetermined conditions are performed based on the train position information. The device information management device 270 includes a database (not shown) that associates the train position information with the necessity of transmission to the ground. When the train position information is received from the on-board central device 15, the device information management device 270 refers to the database and goes to the ground. You may decide whether or not transmission is necessary. Further, it may be determined whether or not the device information needs to be transmitted to the ground based on the identification information of the terrestrial communication device that transmits the train control information. For example, if the output destination of the train control information is the terrestrial communication device 410, the device information is transmitted to the ground, and if the output destination of the train control information is the terrestrial communication device 420, the device information is not transmitted to the ground. A terrestrial communication device that transmits train control information, such as, may determine whether or not the device information needs to be transmitted to the ground. In addition, it may be determined whether or not to transmit to the ground by another method.

The device information management device 270 includes a database (not shown) that associates the train position information and the necessity of storage in the device information storage device 16, and refers to the database when the train position information is received from the on-board central device 15. , It may be determined whether or not the device information storage device 16 needs to be stored. Further, it may be determined whether or not the device information needs to be stored in the Kii information storage device 16 based on the identification information of the terrestrial communication device that transmits the train control information. Further, it may be determined whether or not the device information has been transmitted to the ground. If the device information is transmitted to the ground, the device information is stored on the ground server, so no memory is required. If the device information is not transmitted to the ground, the device information is not stored on the ground server, so memory is required. You may judge. In addition, other methods may be used to determine whether or not transmission to the ground and storage in the device information storage device 16 are necessary. Further, the database may be provided in a device other than the device information management device 270.

In FIGS. 16, 17 and 18, a case where the train 10 enters the area B from the area A has been described. Next, a case where the train 10 enters the area A from the area B will be described with reference to FIGS. 20, 21 and 22.

In FIG. 20, the train is in area B and is traveling in the direction of arrow 71 (direction approaching area A). In this case, the on-board communication device 20 provided in the train 10 communicates with the terrestrial communication device 420 and outputs train control information to the terrestrial communication device 420. Further, the device information management device 270 determines that the device information is not transmitted to the ground from the train position information, and the device information is not output to the ground communication device 420.

In FIG. 21, the train is in areas A and B and is traveling in the direction of arrow 71 (direction away from area B). In this case, the on-board communication device 20 provided in the train 10 communicates with the terrestrial communication device 410. That is, the on-board communication device 20 changes the terrestrial communication device to be connected from the terrestrial communication device 420 to the terrestrial communication device 410. In the case of FIG. 21, the device information management device 270 determines that the device information is transmitted to the ground from the train position information, and the device information is output to the ground communication device 410. Further, by changing the terrestrial communication device to be connected from the terrestrial communication device 420 to the terrestrial communication device 410, the output destination of the train control information is changed from the terrestrial communication device 420 to the terrestrial communication device 410.

Further, in the case of FIG. 21, when the train 10 is in the area B, the device information stored in the device information storage device 16 and not transmitted to the ground may be output to the ground communication device 410. ..

In FIG. 22, the train is located in area A and is traveling in the direction of arrow 71 (direction away from area B). In this case, the on-board communication device 20 provided in the train 10 communicates with the terrestrial communication device 410 and outputs train control information to the terrestrial communication device 410. Further, the device information management device 270 determines that the device information is transmitted to the ground from the train position information, and the device information is also output to the ground communication device 410. That is, the on-board communication device 20 outputs train control information and device information to the terrestrial communication device 410. Further, in the case of FIG. 22, when the train 10 is in the area B, the device information stored in the device information storage device 16 and not transmitted to the ground may be output to the terrestrial communication device 410. ..

As described above, the train condition monitoring system 3C according to the third embodiment does not transmit the device information to the ground in the area where the device information is not collected, but stores the device information in the device information storage device 1616 to store the train. The load of 10 communication devices can be reduced.

<Modification example 1>
FIG. 23 is a diagram showing a schematic configuration of a modification 1 of the condition monitoring ground system 3B according to the third embodiment. The first modification is characterized in that it includes a ground equipment information communication device 710 and a ground equipment information communication antenna 711.

The terrestrial equipment information communication device 710 is connected to the terrestrial network 510. The ground equipment information communication device 710 receives the equipment information output from the train. Specifically, the device information output from the train is input via the ground device information communication antenna 711. Further, the ground equipment information communication device 710 can communicate when the train 10 is in the area A and the area B. That is, the communicable area 713 of the ground equipment information communication device 710 covers the area A and the area B.

The first modification is characterized in that the train control information output from the train is received by the terrestrial communication device 410 and the terrestrial communication device 420, and the device information output from the train is received by the terrestrial device information communication device 710. That is, it is possible to separately receive the train control information and the equipment information on the ground side.

As the condition monitoring vehicle-mounted device of the first modification, the condition monitoring vehicle-mounted device 1A of FIGS. 6 and 7 shown in the first embodiment is suitable. Hereinafter, the condition monitoring on-board device 1A of FIG. 6 will be described as an example. In the first modification, the information management device 320 specifies the output destination of the train control information.

The operation of the device information management device 270 (220) included in the information management device 320 of the first modification is the same as the operation shown in FIG. FIG. 26 shows the operation of the information management device 320 of the first modification. FIG. 26 is a flowchart showing the operation of the information management device 320.

First, train control information is input to the information management device 320 (S311). Next, the information management device 320 includes a database (not shown) that associates the train position information and the terrestrial communication device, and refers to the database (S312), and terrestrial communication corresponding to the train position information included in the train control information. The device is specified, and the output destination of the train control information is specified (S313). Next, the train control information is output to the on-board communication device 20 (S314).

The operation of the information management device 320 in the cases of FIGS. 23, 24, and 25 will be described with respect to the first modification. Here, the determination of whether or not the device information needs to be stored in the device information storage device 16 is omitted. In the case of FIG. 23, specifically, the case where the train 10 is in the area A will be described. In the area A, the information management device 320 specifies the output destination of the train control information as the terrestrial communication device 410 and the output destination of the device information as the terrestrial device information communication device 710, and transmits the information to the on-board communication device 20. The on-board communication device 20 outputs train control information to the on-board communication device 20, and outputs device information to the terrestrial device information communication device 710.

In the case of FIG. 24, specifically, the case where the train 10 is in the area A and the area B will be described. The information management device 320 changes the output destination of the train control information from the terrestrial communication device 410 to the terrestrial communication device 420 based on the train position information and the database. Specifically, the output destination of the train control information is specified to be the terrestrial communication device 420. Further, the output destination of the device information is specified to be the ground device information communication device 710. The on-board communication device 20 outputs train control information to the on-board communication device 20, and outputs device information to the terrestrial device information communication device 710.

In the case of FIG. 25, specifically, the case where the train 10 is in the area B will be described. In the area B, the information management device 320 specifies the output destination of the train control information as the terrestrial communication device 420 and the output destination of the device information as the terrestrial device information communication device 710, and transmits the information to the on-board communication device 20. The on-board communication device 20 outputs train control information to the on-board communication device 20, and outputs device information to the terrestrial device information communication device 710.

In the first modification, the output destination of the train control information and the device information is specified. By specifying the output destination of the train control information and the device information, the information management device 320 can output the train control information and the device information to the ground even when the area where the train 10 travels changes. .. Further, the information management device 320 specifies the output destination of the train control information and the device information, so that the burden on the communication device of the train 10 is reduced.

<Modification 2>
FIG. 27 is a diagram showing a schematic configuration of a modification 2 of the condition monitoring ground system 3B according to the third embodiment. The second modification is characterized in that the communicable area 713 of the ground equipment information communication device 710 is different from that of the first modification. The ground equipment information communication device 710 can communicate with the train 10 located in a part of the area A and the area B. That is, the communication area 713 of the ground equipment information communication device 710 covers a part of the area A and the area B.

In the case of FIG. 27, the information management device 320 specifies the output destination of the train control information and the device information as in the first modification. FIG. 27 is a diagram showing a case where the terrestrial equipment information communication device 710 is out of the communication area 713. The operation of the information management device 320 in this case will be described.

In the second modification, the output destination of the train control information performed by the information management device 320 is specified in the same manner as in the first modification. On the other hand, it is determined that the device information does not communicate to the ground because it is outside the communication area 713 of the ground device information communication device 710. Specifically, according to the operation flow of FIG. 19, it is determined that the information is not transmitted to the ground, and the output destination of the device information is specified. The description of the necessity of storage in the device information storage device 16 will be omitted.

In the second modification, when the traveling direction of the train 10 changes and the train 10 moves from outside the communicable area 713 to the inside of the communicable area 713, the output destination of the device information is specified as the ground device information communication device 710. To do. Further, when the line is outside the communicable area 713 of the ground device information communication device 710, the device information stored in the device information storage device 16 and not transmitted to the ground is output to the ground device information communication device 710. May be good.

<Modification example 3>
FIG. 28 is a diagram showing a schematic configuration of a modification 3 of the condition monitoring ground system 3B according to the third embodiment. The third modification is characterized in that the operation management device 630 and the operation management device 640 are provided, and the operation management device 630 and the operation management device 640 are managed by different railway operators. In recent years, direct operation has been carried out in which vehicles owned by railway operators can be used by different railway operators. FIG. 28 is a diagram showing an example of direct operation.

In FIG. 28, in the condition monitoring ground system 3B, the area where the train 10 travels is divided into an area A and an area B. Area A and Area B are adjacent areas. In FIG. 28, the areas separated by the alternate long and short dash line are shown as area A and area B, respectively. The track 50 is laid across areas A and B.

In FIG. 28, the area A is an area where the railway operator A manages the operation. The railway operator A manages the operation of the train 10 in the area A. Train control information is received from the trains in area A, the position of the train 10 is grasped, and the operation is managed. In order to receive train control information from the trains in the area A, it is possible to communicate with the train 10 in the area A. At that time, the train control information can be received from the train 10 by communicating with the train 10 existing in the area A via the ground communication device 430.

The railway operator A collects equipment information about the train 10 owned by the railway operator A. Therefore, in order to receive the device information from the train 10, it is possible to communicate with the train 10 existing in the area A. At that time, the device information can be received from the train 10 by communicating with the train 10 existing in the area A via the ground communication device 430.

In FIG. 28, the area B is an area where the railway operator B manages the operation. The railway operator B manages the operation of the train 10 located in the area B. Train control information is received from the trains in area B, the position of the train 10 is grasped, and the operation is managed. In order to receive train control information from the trains in the area B, it is possible to communicate with the train 10 in the area B. At that time, train control information can be received from the train by communicating with the train 10 existing in the area B via the ground communication device 440.

The railway operator B does not collect equipment information for the train 10 owned by the railway operator B. Therefore, the area B is not provided with a device for receiving device information from the train on the ground side.

In the third modification, the train condition monitoring system 3C according to the third embodiment described above can be applied. In the area of the railway company B where the equipment information is not collected, the load on the communication device of the train 10 can be reduced by not transmitting the equipment information to the ground. Further, in the area of the railway operator B that does not collect the device information, the device information storage device 16 can store the information. Further, when the area of the railway operator B that does not collect the equipment information enters the area of the railway operator A that collects the equipment information, the equipment information stored in the equipment information storage device 16 is transmitted to the ground. be able to. By transmitting the device information stored in the device information storage device 16 to the ground when entering the area of the railway company A that collects the device information from the area of the railway company B that does not collect the device information. , The ground server 40 can store a lot of device information. As a result, the accuracy of deterioration diagnosis can be improved.

<Modification example 4>
Similar to the third modification, the area A and the area B differ in the railway operator that manages the operation. The equipment information management device 270 may specify the output destination of the equipment information by the identification information of the railway operator that identifies the area A and the area B as the areas managed by different railway operators. The identification information of the railway operator includes input information to the input unit indicating the area change, key information corresponding to the area, and the like.

As the input information to the input unit indicating the area change, a switch indicating the area installed in the driver's cab or a touch panel indicating the area displayed on the monitoring device 14 can be exemplified. The cab is equipped with switches for areas A and B, and by pressing the switches, the train can recognize that the area managed by the railway operator will be changed. The same applies to the touch panel indicating the area displayed on the monitoring device 14. A display indicating the area A and the area B is displayed on the monitoring device 14, and by pressing the display, the train can recognize that the area managed by the railway operator is changed.

Examples of the key information corresponding to the area include a key to be inserted into the driver's cab or an IC card. When different railway operators manage the operation, the train driver of train 10 may be changed in area A and area B. When changing the driver of the train 10, the train 10 is stopped at a station 60 or the like installed at the boundary between the area A and the area B, and then the driver is changed. The driver has the key information corresponding to the area in which he / she drives. After the driver is changed, the train 10 is made to recognize the key information, so that the train can be operated. The train can recognize that the key information will change the area managed by the railway operator. That is, the railway operator can be identified by the key information.

FIG. 29 is a diagram illustrating the operation of the equipment information management device 270 when the railway operator is identified by the key information. The case of FIGS. 16 and 17 will be described as an example. In FIG. 17, a case where the train stops at the station 60 installed at the boundary between the area A and the area B and the driver is changed will be described as an example.

In the case of FIG. 16, the device information management device 270 receives device information from the device information acquisition device 13 (S321). Next, it is determined whether the key information of the train 10 is the key information corresponding to the area A (S322). When the train is in the area A, the train recognizes the key information corresponding to the area A, and therefore determines that the key information corresponds to the area A (S322: Yes). Next, it is determined whether to store the device information in the train (S323). When not stored in the train (S323: No), the device information is output to the on-board communication device 20 (S324). When storing in the train (S323: Yes), the device information is output to the on-board communication device 20 and the device information storage device 16 (S325).

In the case of FIG. 17, specifically, the case where the train 10 is located in the area A and the area B and recognizes the key information for driving the area B will be described. In S322, since the train recognizes the key information corresponding to the area B, it is determined that the key information does not correspond to the area A (S322: No). Next, it is determined whether to store the device information in the train (S326). When storing in the train (S326: Yes), the device information is output to the device information storage device 16 (S327). If it is not stored in the train (S326: No), the device information is discarded (S328).

In the fourth modification, the device information management device 270 specifies the output destination of the device information based on the key information of the train 10 corresponding to the area. That is, the output destination is specified based on the key information recognized by the train 10. By specifying the output destination based on the key information recognized by the train 10, it is possible to more reliably specify the output destination of the device information. By specifying the output destination from the key information recognized by the train 10, the device information is not transmitted to the ground side when the train is in an area that does not have a device for collecting device information on the ground side. The load on the on-board communication device 20 can be reduced.

Further, in the modification 4, the output destination of the train control information may be specified based on the key information of the train 10 corresponding to the area. For example, when the condition monitoring on-board device 3A of the train condition monitoring system 3C has the configuration shown in FIG. 6 or 7, the information management device 320 can specify the output destination of the train control information.

In the train condition monitoring system 3C according to the third embodiment, when the train 10 is in the area B where the device for collecting the device information is not provided on the ground side, the device information management device 270 is used for the device information. Is not transmitted to the ground, and the device information is not transmitted to the on-board communication device 20 of the train 10. That is, the load on the on-board communication device 20 of the train 10 can be reduced by the device information management device 270 specifying the output destination of the device information.

In the train state monitoring system 3C according to the third embodiment, the device information stored in the device information storage device 16 when the train 10 is in the area B and not transmitted to the ground is transmitted to the on-board communication device 20. Output and further output to the terrestrial communication device 410. That is, by outputting the device information that could not be output to the external device of the train to the terrestrial communication device 410, a large amount of device information can be accumulated in the terrestrial server 40. As a result, the accuracy of deterioration diagnosis can be improved.

The train condition monitoring system 3C according to the third embodiment outputs device information indicating the state of the equipment 11 mounted on the train 10 in the train condition monitoring system of the train 10 traveling on a certain route, and operates the train 10. An on-board device 170 that outputs train control information necessary for management, a first ground communication device 410 that communicates train control information with the train 10 located in the first area, and adjacent to the first area. A second terrestrial communication device 420 that communicates train control information with the train 10 in the second area, a train 10 in the first area, and a train 10 in the second area. By providing the ground equipment information communication device 710 that communicates the device information with the train 10, the load on the communication device of the train 10 can be reduced.

The train condition monitoring system 3C according to the third embodiment is an apparatus for indicating the state of the device 11 mounted on the train 10 based on a predetermined condition regarding the output in the train condition monitoring system of the train 10 traveling on a certain route. An on-board device 170 that outputs information and outputs train control information necessary for operation management of the train 10, and a first ground communication device 410 that communicates train control information with the train 10 located in the first area. The load on the communication device of the train 10 is reduced by providing the train 10 located in the second area adjacent to the first area and the second ground communication device 420 for communicating the train control information. Can be made to.

The train condition monitoring system 3C according to the third embodiment can reduce the load on the communication device of the train 10 by determining the predetermined conditions regarding the output based on the position information of the train 10.

The train condition monitoring system 3C according to the third embodiment reduces the load on the communication device of the train 10 by determining a predetermined condition regarding the output based on the key information recognized by the train 10. Can be done.

In the train condition monitoring system 3C according to the third embodiment, the first area is an area managed by the first railway operator, and the second area is an area managed by the second railway operator. As a result, the load on the communication device of the train 10 can be reduced.

The train condition monitoring system 3C according to the third embodiment determines the predetermined conditions regarding the output based on the identification information of the railway operator that manages the first area and the second area. The load on the communication device can be reduced.
Embodiment 4
FIG. 30 is a diagram showing a schematic configuration of a condition monitoring vehicle-mounted device 4A according to a fourth embodiment of the present invention. The train 10 for the condition monitoring on-board device 4A includes the on-board device 180. The basic configuration of the on-board device 180 is the same as that of the on-board device 140 of the second embodiment. The on-board device 180 is different from the on-board device 140 in that the device information management device 280 is provided. The configuration shown in FIG. 30 is an example, and may be the configuration of the other condition monitoring vehicle-mounted device described in the second embodiment. Hereinafter, the same description as in the first to third embodiments will be omitted with respect to the configuration and the function.

FIG. 31 is a diagram showing a schematic configuration of a condition monitoring ground system 4B of the train condition monitoring system 4C according to the fourth embodiment of the present invention. The train traveling on track 50 is equipped with an on-board device 180. The condition monitoring ground system 4B includes a ground communication device 450, a ground communication device 460, and a ground equipment information communication device 720.

In FIG. 31, in the condition monitoring ground system 4B, the area where the train 10 travels is divided into an area A and an area B. Since the areas A and B are the same as those in the third embodiment, the description thereof will be omitted.

The terrestrial communication device 450 is connected to the operation management device 650 that manages the operation of the train 10 located in the area A via the terrestrial network 550. The terrestrial communication device 450 can communicate with the on-board communication device 20 provided in the train 10 via the terrestrial communication antenna 451. In the terrestrial communication device 450, the train control information output from the control information communication device 31 is input via the terrestrial communication antenna 451.

The terrestrial communication device 460 is connected to the operation management device 660 that manages the operation of the train 10 located in the area B via the terrestrial network 560. The terrestrial communication device 460 can communicate with the control information communication device 31 provided in the train 10 via the terrestrial communication antenna 461. In the terrestrial communication device 460, the train control information output from the control information communication device 31 is input via the terrestrial communication antenna 461.

The ground equipment information communication device 720 can communicate with the equipment information communication device 30 provided in the train 10 via the ground equipment information communication antenna 721. In the ground device information communication device 720, the device information output from the device information communication device 30 is input via the ground device information communication antenna 721. The device information is sent to the ground server 40 via the device information network 722. Further, the ground equipment information communication device 720 can communicate when the train 10 is in the area A and the area B. That is, the communicable area 723 of the ground equipment information communication device 720 covers the area A and the area B. The terrestrial equipment information communication device 720 and the terrestrial server 40 may be arranged in either area A or area B. FIG. 31 shows an example in which the ground equipment information communication device 720 and the ground server 40 are arranged in the area A.

As shown in FIG. 31, when the operation management device changes depending on the area, it is necessary to change the connection destination. For example, when the train 10 is in the area A, the connection is established with the terrestrial communication device 450 to which the network is connected to the operation management device 650 that manages the operation of the area A. When the train 10 is in the area B, the connection is established with the terrestrial communication device 460 to which the network is connected to the operation management device 660 that manages the operation of the area B.

The train condition monitoring system 4C according to the fourth embodiment will be described with reference to FIGS. 31, 32 and 33. In FIG. 31, the train is located in area A and is traveling in the direction of arrow 70 (direction from area A to B). In this case, the control information communication device 31 provided in the train 10 communicates with the terrestrial communication device 450. Further, the device information communication device 30 provided in the train 10 communicates with the ground device information communication device 720.

In FIG. 32, the train is in areas A and B and is traveling in the direction of arrow 70 (direction away from area A). In this case, the control information communication device 31 provided in the train 10 communicates with the terrestrial communication device 460. That is, the control information communication device 31 changes the terrestrial communication device to be connected from the terrestrial communication device 450 to the terrestrial communication device 460. Further, the device information communication device 30 provided in the train 10 communicates with the ground device information communication device 720.

In FIG. 33, the train is in area B and is traveling in the direction of arrow 70 (direction away from area A). In this case, the control information communication device 31 provided in the train 10 communicates with the terrestrial communication device 460. Further, the device information communication device 30 provided in the train 10 communicates with the ground device information communication device 720.

Next, the operation of the condition monitoring vehicle-mounted device 4A according to the fourth embodiment will be described. FIG. 34 is a flowchart showing the operation of the device information management device 280 of the condition monitoring on-board device 4A according to the fourth embodiment. The flowchart of the operation shown in FIG. 34 is the same as the flowchart shown in FIG. 11 of the second embodiment, and only the step code is changed.

The device information management device 280 receives device information from the device information acquisition device 13 (S401). It is determined whether to transmit the input device information to the ground (S402). When transmitting to the ground (S402: Yes), it is determined whether to store the device information in the train (S403). When not stored in the train (S403: No), the device information is output to the device information communication device 30 (S404). When storing in the train (S403: Yes), the device information is output to the device information communication device 30 and the device information storage device 16 (S405).

In S402, when the device information is not transmitted to the ground (S402: No), it is determined whether to store the device information in the train (S406). When storing in the train (S406: Yes), the device information is output to the device information storage device 16 (S407). If it is not stored in the train (S406: No), the device information is discarded (S408). The determination made by the device information management device 280 is the same as that in the first embodiment.

The operation of the device information management device 280 in the cases of FIGS. 31, 32 and 33 will be described. In the case of FIG. 31, specifically, the case where the train 10 is in the area A will be described. Since the device information is transmitted to the ground in the area A, the device information management device 280 determines that the device information is transmitted to the ground (S402: Yes). Next, it is determined whether to store the device information in the train (S403). When not stored in the train (S403: No), the device information is output to the device information communication device 30 (S404). When storing in the train (S403: Yes), the device information is output to the device information communication device 30 and the device information storage device 16 (S405).

In the case of FIG. 32, specifically, the case where the train 10 enters the area B from the area A will be described. In the case of FIG. 32, the train changes the terrestrial communication device to be connected from the terrestrial communication device 450 to the terrestrial communication device 460. Since the device information is transmitted to the ground in the area B, the device information management device 280 determines that the device information is transmitted to the ground (S402: Yes). Next, it is determined whether to store the device information in the train (S403). When not stored in the train (S403: No), the device information is output to the device information communication device 30 (S404). When storing in the train (S403: Yes), the device information is output to the device information communication device 30 and the device information storage device 16 (S405).

In the case of FIG. 32, the train changes the terrestrial communication device to which the control information communication device 31 is connected from the terrestrial communication device 450 to the terrestrial communication device 460, so that the output destination of the train control information is terrestrial communication from the terrestrial communication device 450. Change to device 460. On the other hand, since the ground device information communication device 720 to which the device information communication device 30 is connected is not changed, the output destination of the device information is not changed. Specifically, the device information management device 280 can specify the device information output destination to the ground device information communication device 720 even when the output destination of the train control information is changed.

In the case of FIG. 33, specifically, the case where the train 10 is in the area B will be described. Since the device information is transmitted to the ground in the area A, the device information management device 280 determines that the device information is transmitted to the ground (S402: Yes). Next, it is determined whether to store the device information in the train (S403). When not stored in the train (S403: No), the device information is output to the device information communication device 30 (S404). When storing in the train (S403: Yes), the device information is output to the device information communication device 30 and the device information storage device 16 (S405).

<Modification example 1>
FIG. 35 is a diagram showing a schematic configuration of a modification 1 of the condition monitoring ground system 4B of the train condition monitoring system 4C according to the fourth embodiment of the present invention. The ground equipment information communication device 720 can communicate with the equipment information communication device 30 provided in the train 10 via the ground equipment information communication antenna 721. In the ground device information communication device 720, the device information output from the device information communication device 30 is input via the ground device information communication antenna 721. The device information is sent to the ground server 40 via the device information network 722. Further, the ground equipment information communication device 720 can communicate when the train 10 is located in a part of the area A and the area B. That is, the communicable area 723 of the ground equipment information communication device 720 covers the area A, but covers only a part of the area B.

In the case of FIG. 35, the train is in area B and is traveling in the direction of arrow 70 (direction away from area A). Further, it is out of the area where the ground equipment information communication device 720 can communicate. In this case, the control information communication device 31 provided in the train 10 communicates with the terrestrial communication device 460. Further, since the device information communication device 30 provided in the train 10 is out of the area where the ground device information communication device 720 can communicate, the device information communication device 30 does not communicate with the ground device information communication device 720.

Next, the operation of the device information management device 280 in the case of FIG. 35 will be described. When the device information management device 280 goes out of the communicable area 723 of the ground device information communication device 720, the device information management device 280 determines that the device information is not transmitted to the ground (S402: No). Next, it is determined whether to store the device information in the train (S406). When storing in the train (S406: Yes), the device information is output to the device information storage device 16 (S407). If it is not stored in the train (S406: No), the device information is discarded (S408).

It is preferable that the device information management device 280 of the condition monitoring on-board device 4A according to the fourth embodiment determines whether to transmit to the ground or to store in the device information storage device 16 based on the train position information. The device information management device 280 includes a database (not shown) that associates the train position information with the necessity of transmission to the ground. When the train position information is received from the on-board central device 15, the device information management device 280 refers to the database and goes to the ground. You may decide whether or not transmission is necessary. Further, the database may be provided in a device other than the device information management device 280.

In the case of the above modification 1, the device information management device 280 refers to the database relating the train position information with respect to the communication area 723 of the ground device information communication device 720 and the necessity of transmission to the ground, and the train 10 refers to the ground device information. When the communication device 720 is outside the communication area 723, the device information output destination can be changed from the device information communication device 30 to the device information storage device 16. In addition, it may be determined whether or not to transmit to the ground by another method.

Further, the device information management device 280 includes a database (not shown) that associates the train position information and the necessity of storage in the device information storage device 16, and when the train position information is received from the on-board central device 15, the database is stored. With reference to this, it may be determined whether or not the device information storage device 16 needs to be stored. In addition, other methods may be used to determine whether or not transmission to the ground and storage in the device information storage device 16 are necessary. Further, the database may be provided in a device other than the device information management device 280.

In the case of FIG. 35, the case where the train 10 is out of the communicable area 723 of the ground equipment information communication device 720 has been described. Next, a case where the train 10 enters the communicable area 723 from outside the communicable area 723 of the ground equipment information communication device 720 will be described with reference to FIG. 36.

In the case of FIG. 36, the train is in area B and is traveling in the direction of arrow 71 (direction approaching area A). Further, the ground equipment information communication device 720 enters the communicable area from outside the communicable area. In this case, the control information communication device 31 provided in the train 10 communicates with the terrestrial communication device 460. Further, the device information communication device 30 provided in the train 10 does not communicate with the ground device information communication device 720 outside the communication area of the ground device information communication device 720. When the train 10 enters the communicable area of the ground device information communication device 720, the device information communication device 30 can communicate with the ground device information communication device 720. When the device information management device 280 determines that the device information output from the device information acquisition device 13 is transmitted to the ground, the device information management device 280 outputs the device information to the device information communication device 30.

Further, in the case of FIG. 36, when the train 10 enters the communicable area of the ground equipment information communication device 720, the device information management device 280 goes out of the communicable area of the train 10 and the ground equipment information communication device 720. The device information stored in the device information storage device 16 while on the line may be output to the device information communication device 30.

<Modification 2>
FIG. 37 is a diagram showing a schematic configuration of a modification 2 of the condition monitoring ground system 4B according to the fourth embodiment. The second modification is characterized in that the operation management device 670 and the operation management device 680 are provided, and the operation management device 670 and the operation management device 680 are devices managed by different railway operators. In recent years, direct operation has been carried out in which vehicles owned by railway operators can be used by different railway operators. FIG. 37 is a diagram showing an example of direct operation.

In FIG. 37, the area A is an area where the railway operator A manages the operation. The railway operator A manages the operation of the train 10 in the area A. Train control information is received from the train 10 in the area A, the position of the train 10 is grasped, and the operation is managed. In order to receive train control information from the train 10 in the area A, it is possible to communicate with the train 10 in the area A. At that time, the train control information can be received from the train 10 by communicating with the train 10 existing in the area A via the ground communication device 470.

The railway operator A collects equipment information about the train 10 owned by the railway operator A. Therefore, in order to receive the device information from the train A, it is possible to communicate with the train 10 existing in the area A. At that time, the device information can be received from the train 10 by communicating with the train 10 existing in the area A via the ground device information communication device 730. The ground equipment information communication device 730 can communicate with the trains 10 located in the areas A and B. That is, the communicable area 733 of the ground equipment information communication device 730 covers the area A and the area B. This is the same as in FIG. 31.

In FIG. 37, the area B is an area where the railway operator B manages the operation. The railway operator B manages the operation of the train 10 located in the area B. Train control information is received from the train 10 in the area B, the position of the train 10 is grasped, and the operation is managed. In order to receive train control information from the train 10 in the area B, it is possible to communicate with the train 10 in the area B. At that time, the train control information can be received from the train 10 by communicating with the train 10 existing in the area B via the ground communication device 480.

In the second modification, the train condition monitoring system 4C according to the fourth embodiment described above can be applied. The train 10 owned by the railway operator A separates and outputs the train control information and the equipment information, so that the ground equipment information can be obtained even if the train 10 is located in an area managed by a different railway operator. By communicating with the communication device 730, device information can be transmitted to the ground side.

<Modification example 3>
38 and 39 are diagrams showing a schematic configuration of a modification 3 of the condition monitoring ground system 4B according to the fourth embodiment. In the third modification, as in the second modification, the railway operators that manage the operation of the area A and the area B are different.

The railway operator A collects equipment information about the train 10 owned by the railway operator A. Therefore, in order to receive the device information from the train A, it is possible to communicate with the train 10 existing in the area A. At that time, the device information can be received from the train by communicating with the train 10 existing in the area A via the ground device information communication device 730. The ground equipment information communication device 730 can communicate with the trains 10 located in the areas A and B. That is, the ground equipment information communication device 730 can communicate when the train 10 is located in a part of the area A and the area B. That is, the communicable area 733 of the ground equipment information communication device 730 covers the area A, but only a part of the area B. This is the same as in the cases of FIGS. 35 and 36.

Area B is an area where the railway operator B manages the operation. The railway operator B manages the operation of the train 10 located in the area B. Train control information is received from the trains in area B, the position of the train 10 is grasped, and the operation is managed. In order to receive train control information from the trains in the area B, it is possible to communicate with the train 10 in the area B. At that time, train control information can be received from the train by communicating with the train 10 existing in the area B via the ground communication device 480.

Railway operator B does not collect equipment information for trains owned by railway operator B. Therefore, the area B is not provided with a device for receiving device information from the train on the ground side.

In the third modification, the train condition monitoring system 4C according to the fourth embodiment described above can be applied. When the train 10 owned by the railway operator A is located in an area where the railway operator B, which does not collect the equipment information, manages the operation by separately outputting the train control information and the equipment information. Even so, if the train is located in an area where it can communicate with the ground equipment information communication device 730, the device information can be transmitted to the ground side by communicating with the ground equipment information communication device 730.

<Modification example 4>
Similar to the modifications 2 and 3, the area A and the area B differ in the railway operator that manages the operation. Similar to the third modification, the area A and the area B differ in the railway operator that manages the operation. The equipment information management device 280 may specify the output destination of the equipment information by the identification information of the railway operator that identifies the area A and the area B as the areas managed by different railway operators. Since the identification information of the railway operator is the same as that of the third embodiment, it is omitted.

In the fourth modification, the device information management device 280 can specify the output destination of the device information based on the key information of the train 10 corresponding to the area. That is, the output destination can be specified based on the key information recognized by the train 10. In area B, when it is determined that the device information is not transmitted to the ground side, the output destination of the device information is specified more reliably by specifying the output destination based on the key information recognized by the train 10. Is possible. By specifying the output destination from the key information recognized by the train 10, if the train is in an area that does not have a device for collecting device information on the ground side, the device information is not transmitted to the ground side. The load on the train communication device can be reduced.

Further, in the modification 4, the output destination of the train control information may be specified based on the key information of the train 10 corresponding to the area. For example, when the condition monitoring on-board device 4A of the train condition monitoring system 4C has the configuration shown in FIG. 12 or 13, the information management device 350 (360) can specify the output destination of the train control information.

In the train condition monitoring system 4C according to the fourth embodiment, when the train 10 travels in the area B in which the device for collecting the device information is not provided on the ground side, the device information management device 280 uses the device information. Is not transmitted to the ground, and the device information is not transmitted to the device information communication device 30 of the train 10. That is, the load on the communication device of the train 10 can be reduced by the device information management device 280 specifying the output destination of the device information.

In the train state monitoring system 4C according to the fourth embodiment, when the train 10 moves from the area A to the area B, the control information communication device 31 changes the connection destination, but the device information communication device 30 uses the ground device information. If it is within the communicable area of the communication device 720, the connection destination is not changed. That is, the connection destination is changed so that the train control information is transmitted to the terrestrial communication device 460 connected to the operation management device 660, but the device information is sent to the terrestrial server 40 without changing the connection destination. It transmits to the connected ground equipment information communication device 720.

Further, since the communication device for the train control information and the device information can be provided independently, the transmission destination of the train control information and the device information to the ground can be set independently. Therefore, even if the control area of the operation management device is changed and the connection destination of the control information communication device 31 is changed, it is not necessary to change the connection destination of the device information communication device 30, so that the communication device of the train 10 is used. Load can be reduced.

In the train state monitoring system 4C according to the fourth embodiment, when the train 10 enters the communicable area from outside the communicable area with the ground equipment information communication device 720, the train 10 communicates with the ground equipment information communication device 720. The device information stored in the device information storage device 16 when the line is out of the available area is output to the device information communication device 30, and further output to the ground device information communication device 720. That is, by outputting the device information that could not be output to the external device of the train to the ground device information communication device 720, a large amount of device information can be accumulated in the ground server 40. As a result, the accuracy of deterioration diagnosis can be improved.

In the first to fourth embodiments described above, the device information management device 200 (210, 220, 230, 240, 250, 260, 270, 280) includes at least the processor 1003, the memory 1002, and the receiver 1004. , The transmitter 1001 is provided, and the operation of each device can be realized by software. FIG. 40 shows a general configuration of hardware for realizing the device information management device 200 (210, 220, 230, 240, 250, 260, 270, 280) of the condition monitoring vehicle-mounted device according to the first to fourth embodiments. It is a figure which shows an example. The apparatus shown in FIG. 40 includes a processor 1003, a memory 1002, a receiver 1004, and a transmitter 1001, and the processor 1003 performs arithmetic and control by software using the received data. The memory 1002 stores the received data or data necessary for the processor 1003 to perform calculations and controls, and also stores software. The receiver 1004 is an interface for receiving a signal or information input to the device information management device 200 (210, 220, 230, 240, 250, 260, 270, 280). The transmitter 1001 is an interface for transmitting a signal or information output from the device information management device 200 (210, 220, 230, 240, 250, 260, 270, 280). A plurality of processors 1003, memory 1002, receiver 1004, and transmitter 1001 may be provided.

In the first to fourth embodiments described above, the device information management device adds information about time and place to the device information, but the device to be added may be an information management device. Further, it may be another device.

In the third and fourth embodiments described above, when the connection destination of the train control information is changed, it is performed at the boundary between the area A and the area B, but the connection destination is not limited to the boundary. The communicable areas of the terrestrial communication device in area A and the terrestrial communication device in area B may overlap, and the connection destination may be changed at a position where handover is possible.

Further, it is also possible to appropriately combine the respective embodiments. The present invention is not limited to the above-described embodiment, and each embodiment can be appropriately changed or omitted without departing from the scope of the idea of the present invention.

1A, 2A, 3A, 4A Status monitoring on-board equipment, 1B, 2B, 3B, 4B Status monitoring ground system, 1C, 2C, 3C, 4C Train status monitoring system, 10 trains, 11 equipment, 12 measuring equipment, 13 equipment information Acquisition device, 14 monitor device, 15 on-board central device, 16 device information storage device, 17, 18, 19 antenna, 20 on-board communication device, 21 communication unit, 22 train control information communication unit, 23 equipment information communication unit, 30 Equipment information communication equipment, 31 control information communication equipment, 40 ground servers, 50 tracks, 60 stations, 70,71 arrows, 100,110,120,130,140,150,160,170,180 on-board equipment, 200,210 , 220, 230, 240, 250, 260, 270, 280 Equipment information management equipment, 320, 330, 350, 360 Information management equipment, 400, 410, 420, 430, 440, 450, 460, 470, 480 Ground communication equipment , 401,411,421,431,441,451,461,471,481 Ground Communication Antenna, 500,510,520,530,540,550,560,570,580 Ground Network, 600,610,620,630, 640, 650, 660, 670, 680 Operation management device, 700, 710, 720, 730 Ground equipment information communication device, 701,711,721,731 Ground equipment information communication antenna, 702,722,732 Equipment information network, 713, 723,733 Equipment information communication area, 1001 transmitter, 1002 memory, 1003 processor, 1004 receiver

Claims (3)

A measuring device installed on a train to measure the condition of the equipment mounted on the train,
A device information storage device installed on the train and storing device information indicating the state of the device measured by the measuring device, and a device information storage device.
With
When the device information is not transmitted to the ground side, the device information is stored in the device information storage device.
On-board device. Whether the device information is transmitted to the ground side or stored in the device information storage device is determined for each train.
The on-board device according to claim 1. When the train is located in the communicable area, the device information stored in the device information storage device is transmitted to the ground server.
The on-board device according to claim 1.

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