JP5496160B2 - Train operation management system - Google Patents

Description

  The present invention relates to a train operation management system that performs operation management by tracking a train in accordance with the operation status of the train.

  In recent railway vehicles, a train information management device represented by a monitor device that controls and monitors the operation state of the control system and service equipment is mounted. Contributes to service improvement. Since the train information management device can notify the crew of the state of the vehicle equipment in detail, for example, when a vehicle failure occurs, the crew can use the train information management device to determine the cause of the failure and the vehicle You can grasp the state of. When a vehicle failure occurs, the operation command room on the ground side is notified of the occurrence of the vehicle failure automatically or manually.

  Here, in general, the commander in the operation command room exchanges the contents of the vehicle failure and the contents of the first aid by radio communication with the crew of the train, and generally recovers. On the other hand, when the operation of the train cannot be performed normally due to a vehicle failure, it is naturally expected that the schedule of other trains will be disturbed. For this reason, it is necessary to quickly arrange the operation of not only the train in which the vehicle has failed but also the entire line section on which the train travels, and minimize the timetable disruption. In addition, driving arrangement refers to changing the operation plan (train schedule, operation plan related to vehicles and crews, etc.) performed on the day due to various factors such as vehicle failure and bad weather. However, how much disturbance is expected depending on the degree of vehicle failure is left to the judgment of the experienced commander.

  In the past, it was common to rely on a radio call from a crew member in order to grasp the failure status of a train and its information in the operation command room. A remote monitoring method has been proposed (for example, Patent Document 1 below). In the prior art shown in Patent Document 1 below, the train information management device collects information about vehicle failure (failure information) from the train-mounted equipment, and the transmission / reception device mounted on the train transmits this failure information to the ground side. A ground-side computer is configured to process failure information transmitted from the train.

JP 05-056506 A

  However, the conventional technique disclosed in Patent Document 1 can automatically transmit failure information to the operation command room on the ground by using a transmission / reception device mounted on a train. As with conventional methods, it is necessary to rely on the experience and judgment of veteran commanders in order to predict disturbances in the vehicle and drive arrangements. There was a problem that it was difficult to respond to the needs.

  The present invention has been made in view of the above, and an object of the present invention is to provide a train operation management system capable of shortening the time required for operation arrangement when a vehicle failure occurs.

  In order to solve the above-described problems and achieve the object, the present invention provides a train information management device for managing train information by controlling and monitoring devices and service equipment mounted on a train. A train operation management system comprising a train operation management device that is arranged on the ground side and that controls train operation based on the train information transmitted from the train information management device. A severity database that includes a failure code representing the content of a failure that has occurred in the train, and the train operation management device stores a severity that indicates the degree of failure that has occurred in the train in association with the failure code. When the failure code is received, the degree of failure occurring in the train is determined, and the severity corresponding to the failure level is read from the severity database and output. A driving arrangement information database in which driving arrangement information that is an instruction to change the operation plan of the train is stored in association with the severity, and driving arrangement corresponding to the severity from the severity output section A driving arrangement information notifying unit that reads information from the driving arrangement information database and notifies a predetermined display unit of the information is provided.

  According to the present invention, the failure information from the train in which the vehicle failure has occurred is used to determine the severity of the vehicle failure, and the necessary driving arrangement information is automatically presented according to the severity. Therefore, there is an effect that it is possible to shorten the time required for driving arrangement when a vehicle failure occurs.

FIG. 1 is a configuration diagram of the vehicle upper side device of the train operation management system according to the first exemplary embodiment of the present invention. FIG. 2 is a configuration diagram of the ground side device of the train operation management system according to the first exemplary embodiment of the present invention. FIG. 3 is a diagram illustrating a flow of information in the train operation management system according to the first exemplary embodiment of the present invention. FIG. 4 is a flowchart for determining the degree of failure. FIG. 5 is a diagram illustrating an example of the driving arrangement information. FIG. 6 is a configuration diagram of the vehicle upper side apparatus according to the second embodiment of the present invention. FIG. 7 is a diagram showing a flow of information in the ground-side device according to the second embodiment of the present invention. FIG. 8 is a configuration diagram of the vehicle upper side apparatus according to the third embodiment of the present invention. FIG. 9 is a diagram showing a flow of information in the ground-side device according to the third embodiment of the present invention.

  Hereinafter, an embodiment of a train operation management system according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
1 is a configuration diagram of a vehicle upper side device of a train operation management system according to a first embodiment of the present invention, and FIG. 2 is a configuration of a ground side device of the train operation management system according to the first embodiment of the present invention. FIG. 3 is a diagram illustrating a flow of information in the train operation management system according to the first exemplary embodiment of the present invention.

  The train operation management system according to the first embodiment includes a vehicle upper side apparatus shown in FIG. 1 and a ground side apparatus 100 shown in FIG. The train (railcar 21) shown in FIG. 1 is equipped with a train information management device 22, a monitor display 23, and a vehicle upper side information transmission / reception device 24 connected to the on-vehicle network transmission path 25.

  The train information management device 22 manages and monitors the operation state of a train-mounted device (not shown) connected to the on-vehicle network transmission line 25, and also detects the train state (failure code d and a device described later). Information e, restoration information n and the like) are transmitted to the vehicle upper side information transmitting / receiving device 24 and the monitor display 23. For example, when a failure occurs in a train-mounted device, the train information management device 22 collects failure information m from each device. The train information management device 22 transmits the failure code d and device information e of the failed device to the monitor display 23 and the vehicle upper side information transmitting / receiving device 24 based on the failure information m.

  The monitor display 23 is installed in a driver's cab and crew room in train formation, and accepts an input operation from the crew in addition to the function of displaying the contents of the train information provided from the train information management device 22. On the monitor display 23, for example, the content of the failure and the location where the failure has occurred are displayed.

  The vehicle upper side information transmission / reception device 24 transmits train information to the ground side information transmission / reception device 10 by wireless communication. In addition, the vehicle upper side information transmission / reception apparatus 24 and the ground side information transmission / reception apparatus 10 should just be a wireless means which can transmit information between the train operation management apparatus 1 and the train information management apparatus 22, and the method is not ask | required. For example, in addition to train radio communication, communication means using millimeter waves can be considered.

  In FIG. 2, the ground-side device 100 is provided in a ground facility (for example, an operation command room) that exists in a remote place with respect to a train. As the ground facilities, there may be a command room that handles train operations in the line area or district intensively, or a maintenance site of a factory or vehicle base that handles the maintenance of the railway vehicle 21, etc. It may be at the driving site.

  The ground-side device 100 includes a train operation management device 1, a CTC (Centralized Traffic Control) device 6, an on-line display / manual control console 2, a train information server 4, and a diagram monitoring / change connected via the ground network transmission line 8. It consists of table 3 and so on.

  The CTC device 6 collects information from the interlocking device 7 such as a traffic light / track circuit via the CTC line 9. This information includes information indicating the state of the traffic signal, information indicating the state of the track circuit such as the fall of the track circuit, and the like, and the CTC device 6 transmits this information as the CTC information c to the train operation management device 1 and the like. To do. When the CTC device 6 receives CTC control information b (a signal for controlling the interlocking device 7 or the like) from the train operation management device 1, the CTC device 6 controls the interlocking device 7 based on the CTC control information b.

  The train operation management device 1 is based on the CTC information c obtained from the CTC device 6 and the diagram information a obtained from the diagram information database 12, and the train location information j indicating the location of each train in the line section, CTC control information b for controlling the track circuit is created.

  When the train information server 4 receives the failure code d from the train information management device 22, the train information server 4 is based on information obtained from the train operation management device 1, the CTC device 6, the diagram monitoring / change console 3, and the like. Train crew member support information (not shown) to be transmitted to the train is created and transmitted to the train.

  The standing line display / manual control console 2 displays the train standing line information j and performs manual control input to a traffic light or the like as necessary. The diagram monitoring / changing table 3 is used to display train diagram information and to input a diagram information change input as necessary. For example, when a time change is made by a commander or the like, the time change information h is transmitted from the time monitoring / change console 3 to the train information server 4, and the train information management server 4 requests the train operation management device 1 to send a request instruction. k is transmitted.

  The ground side information transmission / reception device 10 transmits / receives train information to / from the vehicle upper side information transmission / reception device 24. For example, the ground side information transmission / reception device 10 transmits the failure code d from the vehicle upper side information transmission / reception device 24 to the train operation management device 1 or the like via the ground network transmission path 8.

  The information transmission / reception interface 5 is disposed between the train information server 4 and the ground side information transmission / reception device 10 and is an interface for transmitting train information transmitted / received between the ground system and the vehicle upper side device. The standing line display / manual control console 2 performs the standing line display of the train and the manual control input of the traffic light.

  The train operation management system shown in FIG. 1 and FIG. 2 is an example, and the train operation management apparatus 1 according to the first embodiment of the present invention is also a system in which these train operation management systems are partially changed. Applicable.

  Next, the flow of information in the train operation management system will be described with reference to FIG. The train operation management apparatus 1 shown in FIG. 3 includes a train tracking control unit 11, a diagram information database 12, an operation organization information notification unit 13, a severity output unit 14, a severity database 15, and an operation organization information database 16. It is configured.

  Based on the CTC information c, the train tracking control unit 11 performs train tracking with reference to the diagram information a and various constants recorded in the train operation management device 1, and based on the train tracking, the CTC control information b Is output to the CTC device 6. In addition, the train tracking control unit 11 transmits train presence line information j obtained by train tracking to the train information server 4.

  In the severity database 15, a severity f indicating the degree of failure that has occurred in the railway vehicle 21 is set in association with the failure code d. The severity output unit 14 takes in the failure code d included in the train information via the train information server 4, reads out the severity f corresponding to the failure code d from the severity database 15, and organizes the operation. It transmits to the information notification part 13.

  In the operation arrangement information database 16, operation arrangement information g which is the contents of the operation arrangement is set in association with the severity f. When receiving the severity f from the severity output unit 14, the operation organization information notification unit 13 reads out the operation organization information g from the operation organization information database 16 and notifies the diagram monitoring / change console 3.

  FIG. 4 is a flowchart for determining the degree of failure. FIG. 4 shows the degree of failure such as minor failure, minor failure, moderate failure, and severe failure. Each step of the flow shown in FIG. 4 is a determination content predicted from the failure content generated in the railway vehicle 21. According to this determination content, a minor failure, a minor failure, a moderate failure, a severe failure, etc. Severity f is derived. Therefore, if the value of the failure code d is known, the severity f can be obtained.

  Hereinafter, the flow shown in FIG. 4 will be described. When a failure occurs in the railway vehicle 21 (step S10), if the failed device is a double (redundant) device (step S11, Yes), it is determined that the failure is a minor failure. (Step S17). Further, even when it is determined in step S11 that the failed device is not a redundant device (No in step S11), only one device has failed in the same type of devices in the organization ( In step S13, Yes), it can be determined that the failure is minor as the severity f (step 14).

  Moreover, even if it is determined in step S11 that the failed device is not a redundant device (No in step S11), when the automatic recovery is possible (step S12, Yes), the severity f It can be determined that the failure is minor (step S17).

  In addition, as an example that can be determined as a minor failure, even when automatic recovery is difficult (No at Step S12), it is determined as a minor failure when a business operation is possible (Yes at Step S15). (Step S17). The automatic recovery is a case where the overload relay is automatically reset in the railway vehicle 21 when the overload relay is operated due to an overvoltage, for example.

  Further, even when the business operation is impossible (step S15, No), or even when two or more devices are out of order (step S13, No), the emergency treatment is completed in a short time (step S16, Yes), it can be determined that the failure is minor (step S17). For example, even when one unit of a VVVF device mounted on a predetermined vehicle breaks down, the time required for the railway vehicle 21 to stop at the site can be minimized by opening this unit and operating with another unit. This is the case.

  When the severity f is determined to be a moderate failure, even if the first aid is not completed in a short time (step S16, No), the processing procedure is manualized (step S18, Yes), it can be determined that the failure is moderate (step S20).

Further, even when the processing procedure is not manualized (No at Step S18), when there is a possibility of traveling by itself (Step S19, Yes), it can be determined that the failure is moderate (Step S20). . For example, if one unit of the VVVF device breaks down, this unit can be opened, but the time for the railcar 21 to stop at the site is expected to be slightly longer and is not manualized. When there is a possibility of traveling on its own according to an instruction from the railway vehicle 21, it can be determined that the failure is moderate.

  When there is no expectation of self-running (step S19, No), it can be judged as a serious failure as the severity f (step S21). For example, if the brake cannot be released after releasing the emergency brake (the brake cylinder pressure is released to release the braking state), the train must stop at the site.

  FIG. 5 is a diagram showing an example of the driving arrangement information g. FIG. 5 shows the severity f determined by the severity output unit 14 and the driving arrangement information g corresponding to the severity f. Specific contents are shown.

  For example, a criterion for determining a serious failure is, for example, when there is no prospect of recovery. A criterion for determining a medium failure is, for example, a case where there is a chance of recovery but it takes a long time to recover. A criterion for determining a minor failure is, for example, a case where the failure is recovered in a short time. The standard for determining a minor failure is, for example, when automatic recovery is possible or when a failure occurs in a double system device.

  As shown in the upper side of FIG. 5, the driving arrangement information g shown in FIG. 5 includes a proposal based on stop time, a proposal based on whether or not self-running is possible, and a suggestion based on whether or not vehicle replacement is necessary. The driving arrangement information g is associated with the severity f, recorded in advance in the driving arrangement information database 16, and notified to the diagram monitoring / change console 3 from the driving arrangement information notification unit 13. , Is visualized and displayed on the diamond monitoring / changing table 3.

  For example, if a serious failure occurs, it takes a long time for the train where the failure occurs to stop at the site, so not only stop other trains in the section where the train is running, but also a wider section There are also times when the trains stop at. Moreover, when a serious failure occurs, there are cases where a train stopped between stations is stopped at a nearby station and passengers get off. In addition, when a serious failure occurs, if it is not possible to run on its own after the restoration, it is necessary to promptly arrange for rescue by the subsequent train. It is necessary to dispatch personnel from stations and nearby workplaces. Furthermore, when commercial operation is impossible after traveling on its own, it is necessary to arrange an exchanged vehicle to be exchanged with the broken vehicle and to consider means for forwarding the broken vehicle to the vehicle base.

  When a serious failure occurs in this manner, the diamond monitoring / changing table 3 displays a message “for example, a wide range of deterrence” as a proposal based on the stop time, and for example, “rescue arrangement” or “ A message “Employee dispatch / power outage arrangement” is displayed, and a message “Vehicle replacement arrangement”, for example, is displayed as a vehicle replacement proposal. It should be noted that a message such as “arrangement of exchanged vehicle” or “forwarding of faulty vehicle” may be added to the message “arrangement of vehicle replacement”.

  When a moderate failure occurs, other trains in the section where the train is running may be stopped. When a medium failure occurs in this way, the diagram monitoring / change console 3 displays, for example, a message “Suppression of neighborhood line section” as a suggestion based on the stop time, and for example, “Vehicle replacement” The message “Arrangement” or “No vehicle replacement” is displayed.

  When a minor failure occurs, if the vehicle failure is recovered early or the stop time is short, the range of inhibition is limited, or in some cases there is no need for inhibition. When a minor failure occurs in this way, the diagram monitoring / change console 3 displays, for example, a message “No deterrence” as a proposal based on the stop time, and “Vehicle replacement arrangement” or “ The message “No vehicle replacement” is displayed. The same applies when a minor failure occurs, and a description thereof will be omitted below.

  The driving arrangement information g is created from the viewpoints such as the length of time that the vehicle in which the vehicle has failed stops at the site, whether or not self-driving after recovery, and whether or not commercial driving is possible after self-driving. The operation arrangement information g can be appropriately changed by the commander through the diamond monitoring / changing table 3.

  The operation will be described below. The failure code d output from the train information management device 22 is transmitted to the train operation management device 1 via the vehicle upper side information transmission / reception device 24, the ground side information transmission / reception device 10, the information transmission / reception interface 5, and the train information server 4. . The severity output unit 14 in the train operation management device 1 reads the severity f corresponding to the failure code d from the severity database 15, and the read severity f is the driving arrangement information notification unit. 13 is transmitted. The driving arrangement information notifying unit 13 reads out the driving arrangement information g corresponding to the severity f from the severity output unit 14 from the driving arrangement information database 16, and the read out driving arrangement information g is a diagram monitoring / change. The operation arrangement information g as shown in FIG. 5 is displayed on the display unit (not shown) of the diagram monitoring / changing table 3.

  As described above, the train operation management system according to the first embodiment includes the train information management device 22 that manages and monitors train information by controlling and monitoring devices and service devices mounted on the train, and the ground side. A train operation management system including a train operation management device 1 that controls the operation of a train based on train information that is arranged and transmitted from the train information management device 22, and the train information includes a failure that has occurred in the train. A failure code d representing the contents is included, and the train operation management apparatus 1 includes a severity database 15 in which a severity f indicating the degree of failure occurring in the train is stored in association with the failure code d, and the failure code. When d is received, the degree of failure occurring in the train is judged, the severity f corresponding to the degree of failure is read from the severity database 15 and output, The driving arrangement information database 16 in which the driving arrangement information which is a line plan change instruction is stored in association with the severity f, and the driving arrangement information g corresponding to the severity f from the severity output unit 14 are arranged. Since the operation arrangement information notifying unit 13 that reads out from the information database 16 and notifies a predetermined display unit (diamond monitoring / changing table 3) is provided, the confusion caused by the disturbance of the diagram can be minimized. In the prior art, although failure information is automatically transmitted to the ground side device 100, after that, the crew member and the commander grasp the state of the vehicle failure by radio call, and then draft a recovery prospect and draft operation Steps such as creating were needed. However, since the information obtained by the radio call between the commander and the crew is extremely limited, the recovery prospect may not be accurately performed in a short time. According to the train operation management system according to the first exemplary embodiment of the present invention, the severity f of a vehicle failure is determined by focusing on the time to stop at the site and the possibility of traveling on its own as the cause of the disturbance of the vehicle due to the vehicle failure. And since it is comprised so that the driving | running | working arrangement | positioning information g which is the driving | running arrangement plan prepared previously can be proposed automatically, it becomes possible for a commander to judge driving | operation arrangement | working quickly. In addition, conventionally, the train operation may be suppressed due to a misjudgment of the commander when the vehicle failure occurs. However, according to the train operation management system according to the first embodiment, the severity of the vehicle failure. Since f can be accurately determined, the commander can perform appropriate operation arrangement, and the disturbance of the diagram can be minimized. As a result, it is possible to improve transportation quality.

Embodiment 2. FIG.
FIG. 6 is a configuration diagram of the vehicle upper side device according to the second embodiment of the present invention. The difference from FIG. 1 is that the train information management device 22 outputs not only the failure code d but also the device information e. It is a point. FIG. 7 is a diagram showing the flow of information in the ground-side device 100 according to the second embodiment of the present invention. The difference from FIG. 3 is that not only the failure code d but also the device Information e is also input, and the severity output unit 14 is provided with a severity correction unit 14a.

  Although the severity output unit 14 according to the first embodiment is configured to determine the severity f based on the failure code d, the severity output unit 14 according to the second embodiment Severity f ′ is determined using code d and device information e. With this configuration, it is possible to determine a more accurate severity f ′. Hereinafter, the same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is omitted, and only different parts will be described here.

  The device information e shown in FIG. 6 is mounted on the railway vehicle 21 such as the value of the brake cylinder pressure in the predetermined brake control device of the second car and the value of the brake cylinder pressure in the predetermined brake control device of the third car. This is information that specifically represents the state of each device.

  On the other hand, the failure code d is information that is output when an equipment failure (failure information m) is detected in the train information management device 22. For example, when the brakes of some railway vehicles 21 cannot be released after the emergency brake is activated, the failure information m is output from the brake control device, and the train information management device 22 is based on the failure information m. A fault code d is generated. At this time, the train information management device 22 may determine that there is no possibility of traveling on its own based on the failure information m from the brake control device, and may generate a failure code d indicating a severe failure. However, there is a possibility that the failure code d is output because the value of the brake cylinder pressure is not the maximum value but slightly exceeds a predetermined threshold value. In this case, since there is a possibility of self-running, it is desirable that the degree of failure is determined to be moderate rather than severe.

  Therefore, when the severity output unit 14 according to the second embodiment receives the failure code d, the severity output unit 14 determines the failure degree using the failure code d, and then corrects the failure degree using the device information e. And output as severity f ′. More specifically, it is assumed that the device information e is, for example, the value of the brake cylinder pressure in a predetermined brake control device of the second car. When the degree of failure determined using the failure code d is “severe failure”, the severity output unit 14 sets the severity f corresponding to the determined degree of failure (serious failure) to be serious. Read from the database 15. Here, when the value of the device information e is a value (for example, a value of 60% of the maximum value) slightly exceeding a predetermined threshold value (for example, a value of 50% of the maximum value in the case of the brake cylinder pressure) The severity correction unit 14a compares this value with a determination value (for example, a value that is 65% of the maximum value) preset in the severity correction unit 14a. In the case of this example, since the value of the device information e is lower than the determination value, the severity output unit 14 determines that the degree of failure is capable of running on its own, and the severity corresponding to the degree of failure The degree f ′ is read from the severity database 15 and a new severity f ′ is output instead of the severity f. In the above description, the brake cylinder pressure is used as an example of the determination value. However, it is assumed that the determination value is set in the severity correction unit 14a for each type of device.

  Then, the driving arrangement information notifying unit 13 reads out the driving arrangement information g corresponding to the severity f ′ from the severity output unit 14 from the driving arrangement information database 16 in the same manner as in the first embodiment, and monitors the schedule. Notify the change table 3. Accordingly, the schedule monitoring / change console 3 displays the contents of the driving arrangement information g corresponding to the medium failure instead of the driving arrangement information g corresponding to the serious failure in the above example. As a result, the commander who has confirmed the display contents of the diagram monitoring / changing table 3 can perform appropriate operation arrangement according to the operation arrangement information g. In the event of a serious failure, there is no possibility of recovery, so there is a risk that the diamond disturbance will spread over a wide area, but in the event of a moderate failure, the diamond disturbance will only affect the neighboring lines. It is possible to keep on.

  The operation will be described below. The fault code d and device information e output from the train information management device 22 are transmitted to the train operation management device 1 via the vehicle upper information transmission / reception device 24, the ground side information transmission / reception device 10, the information transmission / reception interface 5, and the train information server 4. Is transmitted. In the severity output unit 14 in the train operation management device 1, the severity f ′ corresponding to the failure code d and the device information e is read from the severity database 15, and the read severity f ′. Is transmitted to the driving arrangement information notification unit 13. The driving arrangement information notifying unit 13 reads out the driving arrangement information g corresponding to the severity f ′ from the severity output unit 14 from the driving arrangement information database 16, and the read out driving arrangement information g is the diagram. The information is transmitted to the monitoring / changing table 3, and the driving arrangement information g is displayed on the display unit (not shown) of the diamond monitoring / changing table 3. In addition to the operation arrangement information g, the device information e can also be displayed on the diamond monitoring / changing table 3.

  As described above, in the train operation management system according to the second exemplary embodiment, the train information includes, in addition to the failure code d, device information e indicating the status of devices and service devices mounted on the train. The severity output unit 14 reads the severity f corresponding to the degree of failure, and then determines the degree of new failure by comparing the value of the device information e with a predetermined determination value. The new severity f ′ corresponding to the degree of is read from the severity database 15, and this new severity f ′ is read to the driving arrangement information notification unit 13 instead of the already read severity f. Since it is configured to have the severity correction unit 14a to output, the operation monitoring information g that is more realistic than the first embodiment is displayed on the diagram monitoring / changing table 3 that is a predetermined display unit. The As a result, the commander can perform more appropriate operation arrangement than the first embodiment.

Embodiment 3 FIG.
FIG. 8 is a configuration diagram of the vehicle upper side device according to the third embodiment of the present invention. The difference from FIG. 1 is that the train information management device 22 is mounted not only on the failure code d but also on the railway vehicle 21. Recovery information n indicating that the failure of the device and the service device has been eliminated is also output. FIG. 9 is a diagram showing the flow of information in the ground side apparatus 100 according to the third embodiment of the present invention. The difference from FIG. n is also a point that is input.

  Although the severity output unit 14 according to the first embodiment is configured to determine the severity f based on the failure code d, the severity output unit 14 according to the third embodiment While determining the severity f using the code d, it is configured to notify the recovery information n diagram monitoring / changing table 3 from the train information management device 22. Hereinafter, the same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is omitted, and only different parts will be described here.

  The restoration information n shown in FIG. 8 is, for example, the train information management device when the input of the failure information m to the train information management device 22 is stopped due to the failure of the equipment mounted on the railway vehicle 21 being resolved. 22 is output. The severity output unit 14 that has received the recovery information n transmits the recovery information n to the driving arrangement information notification unit 13, and the driving arrangement information notification unit 13 together with the driving arrangement information g from the driving arrangement information notification unit 13. The recovery information n is notified to the diagram monitoring / changing table 3. As a result, since a message indicating that the failure of the equipment mounted on the railway vehicle 21 has been resolved is displayed on the diamond monitoring / changing table 3 together with the driving arrangement information g, the commander can quickly arrange the driving arrangement. It is possible to take measures, and it is possible to minimize the disturbance of the diamond.

  The operation will be described below. The failure code d output from the train information management device 22 is transmitted to the train operation management device 1 via the vehicle upper side information transmission / reception device 24, the ground side information transmission / reception device 10, the information transmission / reception interface 5, and the train information server 4. . In the severity output unit 14 in the train operation management device 1, the severity f corresponding to the failure code d is read from the severity database 15, and the read severity f is the driving arrangement information notification unit. 13 is transmitted.

  Thereafter, when the failure is resolved, the restoration information n output from the train information management device 22 is received by the operation arrangement information notifying unit 13, and the operation monitoring information g and the restoration information n are displayed in the diagram monitoring / change console 3. Will be notified. As a result, the recovery information n is displayed on the display unit (not shown) of the diamond monitoring / changing table 3 together with the operation arrangement information g. Note that the operation of notifying the recovery information n according to the third embodiment is also applicable to the second embodiment.

  As described above, in the train operation management system according to the third embodiment, in the train information, in addition to the failure code d, the recovery information indicating that the failure of the device and the service device mounted on the train is resolved. n is included, and when the recovery information n is received, the severity output unit 14 displays the recovery information n together with the operation arrangement information g corresponding to the severity f to a predetermined display unit (diagram monitoring / change console 3). Configured to notify. Therefore, since the operation monitoring information g for restoring the disturbance of the diamond is displayed on the diamond monitoring / changing table 3, the disturbance of the diamond can be minimized.

  The restoration information n according to the third embodiment may be configured to include business operation continuation permission / inhibition information (not shown) indicating whether the business operation can be continued. This business operation continuation permission / inhibition information is generated in the form included in the recovery information n in the train information management device 22, and is taken into the operation arrangement information notification unit 13 through the severity output unit 14. The driving arrangement information notifying unit 13 that has received the recovery information n notifies the diamond monitoring / change console 3 of the recovery information n. As a result, on the display unit (not shown) of the diamond monitoring / changing table 3, the business operation continuation propriety information is displayed together with the operation arrangement information g for recovering the diamond disturbance. That is, in the train operation management system according to the third embodiment, the restoration information n includes business operation continuation permission / inhibition information indicating whether or not the business operation can be continued. When the recovery information n including the availability information is received, the recovery information n is notified to the diagram monitoring / change console 3.

  When this business operation continuation permission / inhibition information is information indicating “impossible”, the commander takes measures such as accommodating the failed rail vehicle 21 in a nearby evacuable station or replacing the vehicle. Can take. Further, when the business operation continuation permission / inhibition information is information indicating “impossible”, the commander can quickly carry out operation arrangement for resuming the business operation. As a result, diamond disturbance can be minimized.

  Moreover, the train operation management system shown in Embodiments 1 to 3 shows an example of the contents of the present invention, and can be combined with another known technique. Of course, it is possible to change and configure such as omitting a part without departing from the scope.

  As described above, the present invention is applicable to a train operation management system, and is particularly useful as an invention capable of shortening the time required for operation arrangement when a vehicle failure occurs.

1 Train operation management device 2 Line display / manual control console 3 Diamond monitoring / change console (predetermined display)
DESCRIPTION OF SYMBOLS 4 Train information server 5 Information transmission / reception interface 6 CTC apparatus 7 Interlocking apparatus 8 Ground network transmission path 9 CTC line 10 Ground side information transmission / reception apparatus 11 Train tracking control part 12 Diagram information database 13 Operation arrangement information notification part 14 Severity output part 14a Severity Correction Unit 15 Severity Database 16 Operation Arrangement Information Database 21 Railway Vehicle 22 Train Information Management Device 23 Monitor Display 24 On-Vehicle Information Transmission / Reception Device 25 On-Vehicle Network Transmission Line 100 Ground Side Device a Diagram Information b CTC Control Information c CTC information d Fault code e Equipment information f, f 'Severity g Operation arrangement information h Schedule change information j Train location information k Request indication m Failure information n Recovery information

Claims (4)

A train information management device that is mounted on a train and manages train information, and a train operation management device that is disposed on the ground side and that controls train operation based on the train information transmitted from the train information management device. Train operation management system,
The train information includes a failure code representing the content of the failure that occurred in the train,
The train operation management device
As the severity indicating the degree of failure that occurred in the train, the severity indicating the degree of failure that is not expected to be restored, the severity indicating the degree of failure that takes time to recover, and this before recovery a severity that indicates the degree of fault requiring shorter time than the time, correspondence to the severity and said fault code indicating the degree of failure of the train equipped devices that are auto-recoverable fault, or redundant Stored severity database,
A severity output unit that reads and outputs the severity corresponding to the failure code from the severity database;
Message information indicating the operation arrangement details that the crew should perform when a failure that is not expected to be restored occurs, message information indicating the operation arrangement contents that should be executed when a failure that requires time until recovery occurs, and recovery Message information indicating the operation arrangement contents to be executed when a failure requiring a shorter time than this time occurs, and a failure that can be recovered automatically, or when a failure occurs in redundant train-equipped equipment Message information indicating the operation arrangement contents to be executed, an information database stored in association with the severity, and
The message information corresponding to the severity from the severity output unit is read from the information database , the train schedule information provided on the ground facility is displayed, and the diagram change table display unit for inputting and changing the diagram information An information notification unit for notifying to,
A train operation management system characterized by comprising: In addition to the failure code, the train information includes device information representing the status of devices and service devices mounted on the train,
The severity output unit reads a severity corresponding to the degree of failure, and then determines a new failure degree by comparing the value of the device information with a predetermined determination value. A severity correction unit that reads a new severity corresponding to the degree from the severity database and outputs the new severity to the information notification unit instead of the already read severity The train operation management system according to claim 1, further comprising: In addition to the failure code, the train information includes recovery information indicating that the failure of the device and service equipment mounted on the train is resolved,
3. The train according to claim 1, wherein when the restoration information is received, the severity output unit notifies the display unit of the restoration information together with message information corresponding to the severity. 4. Operation management system. The restoration information includes business operation continuation propriety information indicating whether business operation can be continued,
The train operation management system according to claim 3, wherein the information notification unit notifies the display unit of the recovery information when receiving the recovery information including the business operation continuation permission / inhibition information.

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