JP5611150B2 - Track-based vehicle management system and coping determination method - Google Patents

Description

  The present invention relates to a track system vehicle management system and a countermeasure determination method.

Several technologies have been proposed in connection with the maintenance of track-type transportation systems such as railways.
For example, the maintenance management system for railway management described in Patent Document 1 is a maintenance management for a maintenance management company entrusted by a plurality of railway operators to perform maintenance management for railway vehicles operated and managed by the railway operators. A system that connects each railway operator, maintenance manager, and related manufacturing company or maintenance company to each other, as well as the records of railway vehicles operated by each railway operator and the equipment installed on the railway vehicles. Record and monitor the history of equipment installed on railway vehicles based on the operation information under the control of the means to upload the operation information on the communication network and the maintenance manager. A maintenance management device for generating and uploading the communication network. The maintenance management apparatus has a maintenance schedule database including an inspection schedule, a parts replacement schedule, a parts ordering schedule, and a maintenance staff dispatch schedule for each railway company. In addition, the maintenance management device includes data on the wear rate of parts based on each track condition for calculating a parts replacement schedule for each railway company.
As a result, maintenance management companies collectively manage the railway vehicles of multiple railway operators connected via the communication network, so that the railway managers of small local railway operators and monorail operating companies Regarding maintenance, it is said that there are economies of scale not only for railway operators but also for manufacturers and maintenance companies.

Japanese Patent No. 3645181

If a vehicle fails and stops in a track-based transportation system, the vehicle interferes with the passage of other vehicles, so it is necessary to take measures such as promptly repairing or evacuating the failed vehicle. is there. At that time, the coping method is determined based on the experience and intuition of the field worker.
For this reason, for example, when the field worker has little experience, it is not possible to select an appropriate coping method, so it takes time to deal with it, or it takes time to determine the coping method with the judgment of others. There is a risk that.
However, Patent Document 1 does not disclose a technique for dealing with a failure. For this reason, even if the technique described in Patent Document 1 is used, an appropriate coping method cannot be selected more promptly when a failure occurs in the vehicle and the vehicle stops.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a track-based vehicle management system that can more quickly determine an appropriate coping method when a vehicle has failed and stopped. Is to provide.

  The present invention has been made to solve the above-described problems. A track-based vehicle management system according to an aspect of the present invention is a track-based vehicle management system that manages a vehicle traveling on a track. Based on the acquired fault information, a position information acquisition unit that acquires position information indicating a position on the track, a fault information acquisition unit that acquires fault information indicating the fault status of the vehicle in which the fault has occurred, A repair time obtaining unit for obtaining a repair time of the generated vehicle, and a retreat time obtaining unit for obtaining a retreat time necessary for retreating the vehicle to a predetermined retreat position while a failure occurs based on the obtained position information And a coping determination unit that determines a coping method for either repair or evacuation based on the obtained repair time and evacuation time.

  A track-based vehicle management system according to an aspect of the present invention is the track-based vehicle management system described above, and a work information acquisition unit that acquires work information indicating work conditions for repairing a vehicle in which a failure has occurred. The repair time acquisition unit obtains the repair time based on the failure information and work information.

  A track-based vehicle management system according to an aspect of the present invention is the above-described track-based vehicle management system, the server device including the position information acquisition unit, the failure information acquisition unit, and the server device. And at least one portable terminal device capable of communication.

  A track-based vehicle management system according to an aspect of the present invention is the above-described track-based vehicle management system, wherein the server device includes the repair time acquisition unit, the save time acquisition unit, and the countermeasure determination unit. And the determined coping method is transmitted to the portable terminal device.

  A track-based vehicle management system according to an aspect of the present invention is the above-described track-based vehicle management system, wherein the server device includes the evacuation time acquisition unit, and the calculated evacuation time is stored in the mobile terminal device. The portable terminal device includes the repair time acquisition unit and the handling determination unit, and the handling determination unit is transmitted from the server device and the repair time obtained by the repair time acquisition unit. The coping method is determined based on the saved time.

  A handling determination method according to an aspect of the present invention is a handling determination method for a track-based vehicle management system that manages a vehicle traveling on a track, and acquires position information indicating a position of the vehicle on the track. An information acquisition step, a failure information acquisition step for acquiring failure information indicating a failure status of the vehicle in which the failure has occurred, and a repair time acquisition step for obtaining a repair time for the vehicle in which the failure has occurred based on the acquired failure information On the basis of the acquired position information, a evacuation time acquisition step for obtaining an evacuation time required to evacuate the vehicle to a predetermined evacuation position while a failure has occurred, and the obtained repair time and evacuation time. And a coping determination step for determining a coping method for either repair or evacuation.

  ADVANTAGE OF THE INVENTION According to this invention, when a disorder | damage | failure generate | occur | produces and a vehicle stops in a track type traffic system, an appropriate coping method can be determined more promptly.

It is a schematic block diagram which shows the function structure of the track system vehicle management system in the 1st Embodiment of this invention. In the embodiment, it is explanatory drawing which shows the example of the state of a track-type traffic system when a failure generate | occur | produces in a vehicle. In the embodiment, it is explanatory drawing which shows the example of the cause investigation flowchart which a cause investigation flowchart database memorize | stores. In the embodiment, it is explanatory drawing which shows the example of the repair method which a repair method database memorize | stores. FIG. 4 is an explanatory diagram showing an example of repair time stored in a repair time database and an example of save information stored in a save information database in the embodiment. In the embodiment, it is explanatory drawing which shows the example of the worker-qualification information and qualification-work level information which a maintenance management system memorize | stores. In the embodiment, the track system vehicle management system and the user (site worker and command station operator) are explanatory diagrams showing a procedure for dealing with a failure occurring in the vehicle. 4 is a flowchart illustrating a processing procedure for determining a coping method for a failure by the server device in the embodiment. In the same embodiment, it is a flowchart which shows the process sequence of the portable terminal device when a failure generate | occur | produces in a vehicle. It is a schematic block diagram which shows the function structure of the track type vehicle management system in the 2nd Embodiment of this invention. In the embodiment, the track system vehicle management system and the user (site worker and command station operator) are explanatory diagrams showing a procedure for dealing with a failure occurring in the vehicle. 4 is a flowchart illustrating a processing procedure for determining a coping method for a failure by the server device in the embodiment. In the same embodiment, it is a flowchart which shows the process sequence of the portable terminal device when a failure generate | occur | produces in a vehicle.

<First Embodiment>
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic block diagram showing a functional configuration of the track-based vehicle management system according to the first embodiment of the present invention. In FIG. 1, the track vehicle management system 1 includes a server device 100, a maintenance management system 210, a communication network 220, and a mobile terminal device 300.
The server device 100 includes a position information acquisition unit 110, a LAN communication unit (work information acquisition unit) 120, a mobile terminal communication unit 130, a control unit 150, a save information database (Database; DB) 161, and a cause investigation flow. The figure database 162, the repair method database 163, and the repair time database 164 are provided. The control unit 150 includes a position information processing unit 151, a evacuation time acquisition unit 152, a cause investigation flow diagram selection unit 153, a repair time acquisition unit 154, a countermeasure determination unit 155, an instruction generation unit 156, and an operation restart determination. Unit 157 and a database update unit 158.
The mobile terminal device 300 includes a GPS function unit 310, a communication unit 320, a display unit 330, an operation input unit 340, and a control unit 350. The control unit 350 includes a communication control unit 351, a display control unit 352, an input processing unit (failure information acquisition unit) 353, and an application execution unit 354.

The track system vehicle management system 1 is a system that manages a vehicle traveling on a track (rail). In particular, the track-based vehicle management system 1 monitors a track-based traffic system, which is a system including a track and a vehicle that travels on the track. Determine how to deal with.
Further, the vehicle failure mentioned here is a failure that hinders the operation of the vehicle. This vehicle failure includes a vehicle failure and an abnormality in the environment around the vehicle such as an overhead line in a track section where the vehicle is located. Further, the repair for the vehicle failure referred to here is a measure for solving (resolving) the vehicle failure. Repair for a vehicle failure includes adjustment of parts used in the vehicle, repair of parts, replacement of parts, error reset of software used in the vehicle, correction of software, and the like.

  In the present embodiment, the track system traffic system to be managed is a fully automatic unmanned driving vehicle (APM) system that travels on an elevated track with rubber tires. However, the scope of the present invention is as follows. Not limited to this. For example, the track-based vehicle management system 1 may manage track-based traffic systems other than a fully automatic unmanned driving vehicle system, such as a railway.

  The server device 100 is a computer installed in the command room, and normally monitors each vehicle, track, signal, etc. of the track system, and displays the track system on the display panel installed in the command room. Displays the status of. In addition, when a failure occurs in the vehicle, the server device 100 determines a handling method for the failure and transmits the determined handling method to the mobile terminal device 300.

The position information acquisition unit 110 acquires position information indicating the position of the monitored vehicle on the track. For example, the position information acquisition unit 110 acquires position information of each vehicle detected by the track circuit. Alternatively, the position information is acquired by a method other than acquiring the position information detected by the track circuit, such as when the vehicle has a GPS function and the position information acquisition unit 110 acquires the position information of each vehicle using the GPS function of each vehicle. May be obtained.
In addition, when a failure occurs in the vehicle, the position information acquisition unit 110 acquires information indicating a vehicle in which the failure has occurred (hereinafter referred to as “failure-occurring vehicle”).

  The LAN communication unit 120 is connected to the communication network 220 and communicates with the maintenance management system 210 via the communication network 220. In particular, the LAN communication unit 120 displays worker-qualification information indicating the qualifications possessed by the worker performing the work on the site, and qualification-work level information indicating the relationship between these qualifications and the time required for the work performed on the site. , Acquired from the maintenance management system 210.

  Here, the worker-qualification information and the qualification-work level information acquired by the LAN communication unit 120 are examples of work information in the present invention. The work information here is information indicating work conditions for repairing a vehicle in which a failure has occurred. Specifically, as will be described later, the worker-qualification information and the qualification-work level information indicate, as work conditions, the time required for each worker to perform work as a percentage of the standard time. .

  The mobile terminal communication unit 130 communicates with the mobile terminal device 300. For example, the mobile terminal communication unit 130 is connected to a telephone line, and is connected to a mobile terminal device 300 (via a telephone network and a mobile phone network (a telephone communication network and a mobile phone wireless communication network provided by a communication carrier)). Communication with the communication unit 320). And the portable terminal communication part 130 transmits the positional information on each vehicle containing a failure occurrence vehicle, and the cause investigation flowchart for identifying the cause of a failure to the portable terminal device 300, and the information which shows a failure cause is shown in a portable terminal device. Various types of information are exchanged with the mobile terminal device 300 such as receiving from the mobile device 300.

  The evacuation information database 161 stores in advance evacuation information indicating a time (evacuation time) necessary for evacuating the faulty vehicle. The evacuation information database 161 preliminarily stores evacuation information as evacuation information by associating position patterns of faulty vehicles and other vehicles, evacuation methods (for example, standby positions of the vehicles), and obtained evacuation times. Remember. More specific contents of the save information will be described later.

  The database referred to here is a combination of information and a mechanism for managing (writing, reading, searching, etc.) the information. The server apparatus 100 stores information in a memory included in the server apparatus 100 itself, and a database function (information writing, reading, searching, etc.) in a central processing unit (CPU) included in the server apparatus 100 itself. Each database is constructed by executing a program that realizes a function for performing the above process.

The cause investigation flow diagram database 162 stores in advance a cause investigation flow diagram for specifying the cause of the failure. More specific contents of the cause investigation flowchart will be described later.
The repair method database 163 stores a repair method as a countermeasure method for a failure in advance in association with the type of failure and the cause of the failure. More specific contents of the repair method stored in the repair method database 163 will be described later.
The repair time database 164 stores a repair method for solving a failure and a time (repair time) necessary for executing the repair method in association with each other. More specific contents of the repair time stored in the repair time database 164 will be described later.

The control unit 150 is realized by, for example, the central processing unit included in the server device 100 reading and executing a program from the memory included in the server device 100, and controlling each unit of the server device 100 to execute various processes. To do.
The position information processing unit 151 acquires the position information of the faulty vehicle and the position information of each other vehicle based on the position information of each vehicle and the information indicating the faulty vehicle acquired by the position information acquisition unit 110. Then, the data is transmitted to the mobile terminal device 300 via the mobile terminal communication unit 130, and is output to the save time acquisition unit 152.

Based on the position information acquired from the position information processing unit 151, the evacuation time acquisition unit 152 obtains the evacuation time necessary for evacuating the vehicle to a predetermined evacuation position while a failure has occurred.
The cause investigation flow diagram selection unit 153 selects a cause investigation flow diagram corresponding to the type of failure transmitted from the mobile terminal device 300 from the cause investigation flow diagrams stored in the cause investigation flow diagram database 162, and The data is transmitted to the mobile terminal device 300 via the communication unit 130.

The repair time acquisition unit 154 acquires the failure information transmitted from the mobile terminal device 300, and obtains the repair time of the vehicle in which the failure has occurred based on the acquired failure information. The fault information here is information indicating the status of the fault of the vehicle in which the fault has occurred. In the present embodiment, the mobile terminal device 300 transmits information indicating the cause of the failure as the failure information. Then, the repair time acquisition unit 154 acquires a repair method for the cause of the failure indicated by the failure information from the repair method database 163, and uses the repair time as the repair time from the repair time database 164 as the time required to execute the acquired repair method. get.
However, the failure information transmitted by the mobile terminal device 300 is not limited to information indicating the cause of the failure. For example, the mobile terminal device 300 may transmit information indicating a repair method for a failure as failure information, or may transmit information indicating a repair time as failure information.

  In addition, the repair time acquisition unit 154 obtains a repair time based on the failure information and the work information. Specifically, the repair time acquisition unit 154 acquires the failure information transmitted from the mobile terminal device 300 as described above, and obtains the repair time of the vehicle in which the failure has occurred based on the acquired failure information. Then, the repair time acquisition unit 154 uses the work information indicating the time required for each worker to perform the work as a percentage of the standard time, and corrects the repair time according to the worker performing the work at the site. .

The coping determination unit 155 determines a coping method for either repair or evacuation based on the repair time obtained by the repair time acquisition unit 154 and the evacuation time obtained by the evacuation time acquisition unit 152. Specifically, the countermeasure determining unit 155 compares the repair time with the evacuation time, and the repair method or the evacuation time, the countermeasure method with the earliest recovery time (the time when the vehicle operation can be resumed), that is, the countermeasure Decide on a method that requires less time.
The instruction generation unit 156 generates an instruction indicating the target method determined by the handling determination unit 155 and transmits the instruction to the mobile terminal device 300 via the mobile terminal communication unit 130.

  The operation resumption determining unit 157 determines whether or not the vehicle operation can be resumed when the countermeasure for the failure is completed. Specifically, when a notification indicating that the failure has been resolved is transmitted from the mobile terminal device 300, the operation resumption determination unit 157 has a GPS (Global Positioning System) function of the mobile terminal device 300 (GPS function unit 310). Is used to determine the presence or absence of a person in the orbit. And operation resumption judgment part 157 will judge with train operation being resumable, if it judges with there being no person in a track.

The database update unit 158 updates the save information stored in the save information database 161 or the repair time information stored in the repair time database 164 according to the information transmitted from the mobile terminal device 300.
Specifically, when the vehicle is evacuated as a method for dealing with a failure, the mobile terminal device 300 transmits the time required for evacuation (evacuation time). Then, the database update unit 158 uses the position information of each train (the pattern of the position of the faulty vehicle and other vehicles) at the time of fault detection and the instruction generation unit 156 to carry the save time transmitted from the mobile terminal device 300. The evacuation information is generated in association with the evacuation method instructed to the terminal device 300, and the evacuation information stored in the evacuation information database 161 is updated based on the generated evacuation information (the position information and the evacuation method of each train are the same). If the save information is already stored in the save information database 161, the save time of the save information is updated, whereas if the save information is not stored in the save information database 161, the save information database 161 is stored. 161 save information to be stored is added).

  On the other hand, when repair is performed as a countermeasure against the failure, the mobile terminal device 300 transmits time (repair time) required for repair. Then, the database update unit 158 associates the repair time transmitted from the mobile terminal device 300 with information (for example, a part name) indicating the part to be repaired and a repair method performed on the part or the like. , Store in the repair time database 164 (if the repair time database 164 already stores information with the same parts and repair methods, the corresponding repair time is updated. On the other hand, the parts and repair methods are the same. Is stored in the repair time database 164, the information stored in the repair time database 164 is added).

The maintenance management system 210 is a computer system installed at the command center, and manages the maintenance status of the track system vehicle system and information on workers. In particular, the maintenance management system 210 stores worker-qualification information and qualification-work level information, and transmits these information to the server apparatus 100 via the communication network 220.
The communication network 220 is a LAN (Local Area Network) installed at a command center, and mediates communication between the maintenance management system 210 and the LAN communication unit 120.

  The mobile terminal device 300 is a device that is carried by a worker to the site, displays various types of information transmitted from the server device 100, and transmits various types of information obtained by operator input and the like to the server device 100. .

  The GPS function unit 310 acquires position information of the mobile terminal device 300. The position information of the mobile terminal device 300 is transmitted to the server device 100. Then, the server device 100 determines a worker who can work on site based on the position information of the mobile terminal device 300. Further, the server device 100 determines the presence or absence of a person in the track based on the position information of the mobile terminal device 300 when the handling of the failure is completed.

The communication unit 320 communicates with the server device 100. For example, the communication unit 320 is wirelessly connected to a mobile phone network and communicates with the server device 100 (mobile terminal communication unit 130) via the mobile phone network and the telephone network.
The display unit 330 has a display screen such as a liquid crystal display and displays various types of information. In particular, the display unit 330 displays a cause investigation flow diagram transmitted from the server device 100 and an instruction for handling a failure.

  The operation input unit 340 includes, for example, a touch sensor provided on the display screen of the display unit 330 and a push button such as a numeric keypad, and receives an operation input from a user (worker). In particular, the operation input unit 340 receives an input of a failure type, an input of a cause of the failure, and an input of a save time or a repair time as a result of dealing with the failure.

The control unit 350 is realized by, for example, the central processing unit included in the mobile terminal device 300 reading out and executing a program from the memory included in the mobile terminal device 300, and controlling each unit of the mobile terminal device 300 to perform various operations. Execute the process.
The communication control unit 351 controls the communication unit 320 to transmit / receive various information.

The display control unit 352 controls the display unit 330 to display various information on the display screen.
The input processing unit 353 determines the operation input accepted by the operation input unit 340 and generates the input information. For example, when a touch operation on the display screen is performed, the input processing unit 353 determines a touch position and generates information corresponding to the touch position.
In particular, the input processing unit 353 acquires failure information indicating a failure state of a vehicle in which a failure has occurred based on a user operation input.

  The application execution unit 354 provides various functions by executing various application programs. For example, the application execution unit 354 provides a browser function to the display screen of the display unit 330 and causes the display unit 330 to display a cause investigation flow diagram transmitted from the server device 100.

Next, information stored in each database will be described with reference to FIGS. First, the save information stored in the save information database 161 will be described with reference to FIG.
FIG. 2 is an explanatory diagram showing an example of the state of the track traffic system when a failure occurs in the vehicle. The track-based traffic system shown in the figure is a track-based traffic system to be managed by the track-based vehicle management system 1. Further, in the state shown in the figure, the second car has failed and stopped, and the first car is located between the second car and the vehicle base. Therefore, in order for the tow vehicle located at the vehicle base to move to the stop position of the second car and tow (retract) the second car to the vehicle base, first, the first car can reach the station A where it can face. After moving, the tow vehicle needs to pass through the station A.

As described above, the time (evacuation time) required to retreat the faulty vehicle varies depending on the positions of the faulty vehicle and other vehicles. The retreat time also varies depending on the number and position of operable tow trucks and the position where a faulty vehicle can be retreated.
Therefore, the server apparatus 100 performs a simulation in advance (for example, before driving the vehicle) to evacuate the track section where the faulty vehicle and other vehicles are located, the number and positions of operable towing vehicles, and the faulty vehicle. The evacuation time is calculated for various patterns of possible positions. The evacuation information database 161 includes the number of vehicles, the pattern of the position, the evacuation method (for example, the initial position of the towing vehicle to be dispatched, the position where the faulty vehicle is evacuated, the evacuation position of each other vehicle, The order of moving and evacuating each vehicle) and the obtained evacuation time are associated with each other and stored in advance as evacuation information.

FIG. 3 is an explanatory diagram showing an example of a cause investigation flow chart stored in the cause investigation flow chart database 162.
The cause investigation flowchart shown in the figure is a cause investigation flow chart used when the type of failure is power loss. The cause investigation flow diagram database 162 includes a cause investigation flow diagram for each type of failure, such as power loss, signal reception abnormality, and door opening (door opening signal detection). Then, when the portable terminal device 300 receives and transmits the input of the type of the failure specified by the worker at the site (the location of the failure vehicle) to the server device 100, the cause investigation flow diagram selection unit 153 displays the failure The cause investigation flow diagram corresponding to the type is selected (read from the cause investigation flow diagram database 162).

  As shown in FIG. 3, the cause investigation flow diagram includes check items, determination contents, and failure causes. The worker checks the vehicle according to the check item with reference to the cause investigation flowchart, makes a determination based on the check result, and acquires the cause of the failure according to the determination result.

In the example of FIG. 3, the worker first checks the appearance of the vehicle visually to determine whether there is an abnormality in the pantograph. When it is determined that there is an abnormality in the pantograph, if the abnormality is a break in the pantograph, a “pantograph failure (replacement)” indicating a relatively serious failure of the pantograph is acquired as the cause of the failure.
On the other hand, when the abnormality is out of the pantograph, the worker determines whether or not it can be dealt with by adjusting the position of the pantograph. If it is determined that the pantograph can be dealt with by adjusting the position of the pantograph, a “pantograph failure (adjustment)” indicating a relatively minor failure of the pantograph is acquired as the cause of the failure. On the other hand, when it is determined that the adjustment of the position of the pantograph cannot be handled, “pantograph failure (replacement)” is acquired as the cause of the failure.

  On the other hand, when it is determined that there is no abnormality in the pantograph, the worker determines whether or not the overhead line is cut based on the result of visual check of the appearance of the vehicle. If it is determined that the overhead line is cut, “overhead line break” is acquired as the cause of the failure.

  On the other hand, when it is determined that the overhead line is not cut, the worker visually checks the inside of the vehicle and determines whether or not the power cord is abnormal. If it is determined that there is an abnormality in the power cord, “power cord deterioration” or “power cord omission” is acquired as the cause of the failure according to the state of the power cord. On the other hand, when it is determined that there is no abnormality in the power cord, the worker determines whether or not the control panel is burned. If it is determined that the control panel is burned, “control panel burnout” is acquired as the cause of the failure.

  On the other hand, when it is determined that no burnout has occurred in the control panel, the worker checks an error log stored in the on-board database (database provided in the vehicle). Specifically, the worker first determines whether there is an error log. If it is determined that there is an error log, the worker will identify the failed device by comparing the error contents shown in the error log, and then determine the degree of failure from the error contents to indicate a relatively minor failure “Equipment failure (repair)” or “equipment failure (replacement)” indicating a relatively serious failure is acquired as the cause of the failure.

On the other hand, when it is determined that there is no error log, the worker confirms various devices of the faulty vehicle using the ammeter he has brought, and determines whether there is a device having an insulation abnormality. When it is determined that there is an insulation abnormality, “insulation deterioration” of the device is acquired as the cause of the failure.
On the other hand, if a device with an insulation abnormality is not detected, the worker checks the software of the controller including an inverter such as a static inverter (Static Inverter; SIV) or a VVVF (Variable Voltage Variable Frequency) inverter. Determine whether there is any abnormality. If it is determined that there is an abnormality in the software, the worker attempts to reset the software or restart the controller to determine whether the error has been removed. If it is determined that the error has been canceled, “OK” indicating that no fault already exists is acquired as the cause of the fault. On the other hand, if it is determined that the error has not been released, “software error (correction)” indicating that software correction (modification) is necessary is acquired as the cause of the failure.

On the other hand, when it is determined in the software check that there is no abnormality in the software, the worker tries a more detailed investigation such as disassembling or testing the controller. When a failure is found in a controller that can be investigated in the field, “controller failure (replacement)” indicating a relatively serious failure or “controller failure indicating a relatively minor failure” depending on the degree of failure. (Repair) ”is acquired as the cause of failure.
On the other hand, if no failure is found in the controller that can be investigated in the field (including the case where there is no controller that can be investigated in the field), “unknown” indicating that the failure could not be identified as the cause of failure get.

In this way, the worker obtains (identifies) the cause of the failure by checking and determining according to the cause investigation flowchart.
The information stored in the cause investigation flow diagram database 162 is not limited to the information in the flow diagram format, as long as it is information that can check the cause of the failure. For example, the cause investigation flowchart diagram database 162 may store a check list for specifying the cause of the failure.

FIG. 4 is an explanatory diagram illustrating an example of a repair method stored in the repair method database 163. As shown in the figure, the repair method database 163 stores a repair method in association with the type of failure and the cause of the failure.
Here, the type of failure and the cause of failure associated with the repair method are shown in the cause investigation flow diagram stored in the cause investigation flow diagram database 162. Therefore, when the server apparatus 100 (repair time acquisition unit 154) acquires the cause of failure obtained using the cause investigation flowchart, the server device 100 (repair time acquisition unit 154) acquires the repair method associated with the cause of failure from the repair method database 163. I can do it.

  For example, when the failure cause “insulation deterioration” based on the cause investigation flow diagram shown in FIG. 3 is acquired, the repair time acquisition unit 154 changes the repair method “insulation code replacement” associated with the cause of the failure to the repair method. Obtained from the database 163. When the failure cause “software error (correction)” is acquired, the repair time acquisition unit 154 acquires the repair method “software correction” associated with the failure cause from the repair method database 163.

FIG. 5 is an explanatory diagram illustrating an example of repair time stored in the repair time database 164 and an example of save information stored in the save information database 161. As shown in FIG. 5A, the repair time database 164 stores a repair method for solving a failure and a time (repair time) required to execute the repair method in association with each other. .
Here, the repair method associated with the repair time corresponds to the repair method stored in the repair method database 163. Accordingly, when the server device 100 (repair time acquisition unit 154) acquires a repair method from the repair method database 163 for a specific part or the like (parts, software, etc.), the repair time associated with the repair method is repaired. It can be acquired from the time database 164.

  For example, when the repair time acquisition unit 154 acquires the cause of failure for the part A and acquires the repair method “replacement” associated with the cause of failure from the repair method database 163, the repair time associated with the repair method is acquired. “180 minutes” is acquired from the repair time database 164.

5B shows an example of the save information stored in the save information database 161, and FIG. 5C shows an example of the position pattern of each vehicle selected by the save time acquisition unit 152. .
FIG. 5 shows an example in which there is one tow vehicle and five operating vehicles, and the evacuation information database 161 shows the position pattern of each vehicle and the failure as shown in FIG. The retreat time for each retreat position of the vehicle is stored in association with each other. The evacuation information database 161 stores the evacuation time for each evacuation position of the failed vehicle for various patterns of the positions of the vehicles.

When a vehicle failure is detected, the evacuation time acquisition unit 152 acquires the position information of each vehicle, as shown in FIG. 5C, and displays the position pattern of each vehicle that matches the acquired position information. select.
Then, the evacuation time acquisition unit 152 acquires the evacuation time based on the selected position pattern of each vehicle. Specifically, the evacuation time acquisition unit 152 first acquires, from the evacuation information database 161, the evacuation time for each evacuation position of the failed vehicle associated with the selected position pattern of each vehicle. When it is confirmed that the failed vehicle can be retreated to the retreat location E1, the retreat time acquisition unit 152 selects (acquires) the retreat time 240 minutes that is the shortest of the obtained retreat times. The confirmation that the failed vehicle can be retreated to the retreat location E1 is performed, for example, when the track-based vehicle management system 1 detects that there is no vehicle located at the retreat location E1.

  FIG. 5C shows an example in which the evacuation time acquisition unit 152 acquires the position of each vehicle from the coordinate data and converts it into a pattern of the position of each vehicle according to a predetermined mapping. The method by which the evacuation time acquisition unit 152 acquires the position pattern of each vehicle is not limited to this. For example, when the evacuation information database 161 stores a pattern of the position of each vehicle in units of route sections for each track circuit, the evacuation time acquisition unit 152 stores information indicating the route section in which each vehicle is located as a track circuit. To obtain the pattern of the position of each vehicle.

Next, the countermeasure determining unit 155 compares the repair time and the evacuation time, and determines a countermeasure method with an earlier expected recovery time (time when the vehicle operation can be resumed) out of repair or evacuation.
For example, in the example shown in FIG. 5, when the repair time acquisition unit 154 acquires the repair time “180 minutes” required for the replacement of the part A, the repair time is shorter than the evacuation time (240 minutes). The expected recovery time is earlier when this is done. Therefore, the countermeasure determining unit 155 selects repair (replacement of part A) as a countermeasure method.
On the other hand, when the repair time acquisition unit 154 acquires the repair time “500 minutes” required for the substantial improvement of the software B, the evacuation time is shorter than the repair time. . Therefore, the handling determining unit 155 selects saving (saving according to the vehicle position pattern stored in the saving information database 161 in association with the saving time) as a handling method.

Next, with reference to FIG. 6, the correction of the repair time based on the work level of the worker will be described.
FIG. 6 is an explanatory diagram illustrating an example of worker-qualification information and qualification-work level information stored in the maintenance management system 210. FIG. 5A shows an example of worker-qualification information, FIG. 10B shows an example of qualification-work level information, and FIG. 10C shows an example of a worker's work level. Show.

In the worker-qualification information in FIG. 5A, each qualification is shown in two stages (three stages when including no qualification). The double circle in (a) in the figure indicates that the qualification is obtained at a higher level, and the single circle (hereinafter simply referred to as “maru”) obtains the qualification at the normal level. Indicates. A blank indicates that no qualification has been acquired.
For example, worker A obtains qualification X at a high level and qualification Z at a normal level, while qualification Z is not obtained.

  Further, in the qualification-work level information in FIG. 5B, the relationship between the qualification and the time required for work is shown in three stages. The double circle in (b) shows that the relationship between qualifications and work is strong, and that workers with double qualifications can carry out work in 30% (%) shorter than the standard time. It is also shown that a worker with a round qualification can perform the work in standard time. For example, a worker who has a double-circle qualification for qualification X (worker A) can perform the operation 1 in 30% shorter than the standard time. Further, a worker who has a round qualification for the qualification X (worker C) can perform the work 1 in standard time.

  In addition, the circles in FIG. 2B are relatively weakly related between qualifications and work, and both workers with double circles and workers with circles can perform work in standard time. It shows that. For example, a worker who has a double-round qualification (worker C) and a worker who has a round qualification (worker A) can perform work 1 in standard time.

  Based on these worker-qualification information and qualification-work level information, the worker's work level can be obtained as shown in FIG. A double circle in FIG. 3C indicates that the work can be performed in 30% shorter time than the standard time, and a circle indicates that the work can be performed in the standard time. On the other hand, the triangle indicates that it takes 30 percent longer than the standard time.

  For example, in the example of FIG. 6, the worker A has a double circle for the qualification X, and the relationship between the qualification X and the work 1 is a double circle. Accordingly, in FIG. 4C, the work level when worker A performs work 1 is a double circle. Further, the relationship between the qualification X and the work 3 is a circle, and in FIG. 5C, the work level when the worker A performs the work 3 is a circle. On the other hand, the worker A has not acquired the qualification Y related to the work 2. Accordingly, in FIG. 9C, the work level when the worker A performs the work 2 is a triangle.

  In addition, the worker B has neither the qualification X nor the qualification Y related to the work 1. Therefore, in FIG. 3C, the work level when worker B performs work 1 is triangular. Similarly, the work level when worker B performs work 3 is also a triangle. On the other hand, the worker B has a double circle for the qualification Y, and the relationship between the qualification Y and the work 2 is a double circle. Accordingly, in FIG. 5C, the work level when the worker B performs the work 2 is a double circle.

  The worker C has a round qualification for the qualification X, and the relationship between the qualification X and the work 1 is a double circle. Accordingly, in FIG. 5C, the work level when the worker C performs the work 1 is a circle. The worker C has a double circle for the qualification Z, and the relationship between the qualification Z and the work 3 is a double circle. Accordingly, in FIG. 5C, the work level when the worker C performs the work 3 is a double circle. On the other hand, the worker C has not acquired the qualification Y related to the work 2. Accordingly, in FIG. 9C, the work level when the worker C performs the work 2 is a triangle.

  As described above, the repair time acquisition unit 154 corrects the repair time based on the worker level obtained from the worker-qualification information and the qualification-work level information. For example, in the case of work that can be performed by one worker, the repair time acquisition unit 154 reduces the repair time by 30 percent if there is a worker with a work level of double circle among the workers who perform work on site. . That is, the repair time acquisition unit 154 multiplies the repair time acquired from the repair time database 164 by 0.7.

If there is no worker with a work level of double circle, but there is a worker with a work level of circle, the repair time acquisition unit 154 uses the repair time acquired from the repair time database 164 without correction. .
On the other hand, when there is neither a worker with a work level of double circle nor a worker with a work level of circle, the repair time acquisition unit 154 increases the repair time acquired from the repair time database 164 by 30%. That is, the repair time acquisition unit 154 multiplies the repair time acquired from the repair time database 164 by 1.3.

Note that the worker information stored in the maintenance management system 210 is not limited to the worker-qualification information and the worker level information described above, but various information indicating the relationship between the worker who can be in charge of work at the site and the repair time. It can be information. For example, the qualification of the worker is not limited to the above-described two levels (three levels including no qualification) but may be three or more levels (four or more levels including no qualification), or qualified or qualified There may be two stages without. Further, the degree of correction from the standard time is not limited to the above-mentioned 30%, and further, the degree of correction (in the case of the time shorter than the standard time and the time longer than the standard time) In the example, the percentage value) may be different.
Further, the LAN communication unit 120 obtains other information as work information in addition to the worker information or in place of the worker information, such as information indicating the relationship between the usable equipment and the repair time. You may make it do.

Next, with reference to FIG. 7, a procedure for dealing with a failure in the track-based vehicle management system 1 will be described.
FIG. 7 is an explanatory diagram showing a procedure in which the track-based vehicle management system 1 and the user (site worker and command station operator) cope with a failure that has occurred in the vehicle.
First, the position information acquisition unit 110 always acquires the position information of each vehicle during operation of the server device 100 (for example, at regular intervals) and outputs the position information to the position information processing unit 151 (step S101).

  In addition, the position information acquisition unit 110 acquires information indicating the failure vehicle and outputs the information to the position information processing unit 151 when a failure occurs. The position information processing unit 151 detects the occurrence of a failure based on the information, identifies the vehicle with the failure, and stores the position information of the failure vehicle and the position information of other vehicles with the mobile terminal communication unit 130. And the evacuation time acquisition unit 152 (step S102).

The evacuation time acquisition unit 152 acquires the evacuation information suitable for the position information of each vehicle output from the position information processing unit 151 from the evacuation information database 161, thereby acquiring the expected shortest evacuation time. Then, the data is output together with the save method to the handling determining unit 155 (step S111).
When there are a plurality of retreat information that matches the position information of each vehicle output from the position information processing unit 151 (for example, when any of a plurality of retreat methods is applicable), the retreat time acquisition unit 152 The save information having the shortest save time is selected from the save information, and the save time and the save method are output to the handling determining unit 155.

On the other hand, the mobile terminal communication unit 130 transmits the position information of each vehicle output from the position information processing unit 151 in step S102 to the mobile terminal device 300, and the mobile terminal device 300 (communication unit 320) receives the information. (Step S201).
And the communication part 320 outputs the positional information on each vehicle transmitted from the portable terminal communication part 130 to the application execution part 354 via the communication control part 351, and the application execution part 354 is the positional information on each said vehicle. In particular, the position information of the faulty vehicle is displayed on the display unit 330. Then, the worker carries the portable terminal device 300 and moves to the site (stop position of the faulty vehicle) displayed on the display unit 330 (step S202).

The worker who arrives at the site investigates the vehicle in which the failure has occurred, determines the type of failure, inputs information indicating the determined type of failure to the mobile terminal device 300, and transmits the information to the server device 100 (step S203).
In the server device 100, the mobile terminal communication unit 130 receives the failure type transmitted from the mobile terminal device 300 and outputs the failure type to the cause investigation flow diagram selection unit 153, and the cause investigation flow diagram selection unit 153 displays the failure type. The cause investigation flow diagram corresponding to is acquired (selected) from the cause investigation flow diagram database 162 (step S121). Then, the cause investigation flow diagram selection unit 153 transmits the acquired cause investigation flow diagram to the portable terminal device 300 of the worker in the field via the portable terminal communication unit 130.

In the mobile terminal device 300, the display unit 330 displays the cause investigation flowchart transmitted from the server device 100. Then, the worker performs an operation for identifying the cause of the failure (cause investigation operation) based on the cause flow diagram displayed on the display unit 330 (step S211).
When the cause investigation work is completed, the worker inputs the cause investigation work result to the mobile terminal device 300, and the mobile terminal device 300 transmits the cause investigation work result to the server device 100 (step S212).

  In the server apparatus 100, the repair time acquisition unit 154 refers to the cause investigation work result and determines whether or not the cause of the failure has been determined (step S131). When it is determined that the cause of the failure has been found (step S131: found), the repair time acquisition unit 154 determines whether or not the failure cause can be repaired (step S132). For example, when the repair method corresponding to the cause of failure in the cause investigation work result is included in the repair method stored in the repair method database 163, the repair time acquisition unit 154 determines that the repair is possible and does not include the repair method. In such a case, it is determined that repair is impossible.

When it is determined that repair is possible (step S132: Yes), the repair time acquisition unit 154 sends the worker-qualification information and the qualification-work level information from the maintenance management system 210 as described with reference to FIG. The information indicating the level of the worker is acquired (step S133).
Further, the repair time acquisition unit 154 acquires the position information of other workers from, for example, the maintenance management system 210, and determines whether or not other workers can be input (step S134). For example, the maintenance management system 210 stores the position information of each worker indicated by the GPS function of the mobile terminal device 300 carried by each worker as the status information of each worker. Then, the repair time acquisition unit 154 acquires the position information of each worker and determines that a worker whose distance from the site is within a predetermined distance (for example, 1 kilometer) can be input.

Then, the repair time acquisition unit 154 determines the repair method as the repair method that minimizes the expected work time (step S135).
Specifically, as described with reference to FIGS. 3 to 5, the repair time acquisition unit 154 performs a repair method corresponding to the cause of failure indicated by the cause investigation work result transmitted from the mobile terminal device 300 in step S <b> 212. Then, it is obtained from the repair method database 163, and the standard time of the repair time required for the repair method (that is, the time before correction based on the level of the worker) is obtained from the repair time database 164.

  Then, the repair time acquisition unit 154 selects the worker having the highest technical level of the repair method acquired from the repair method database 163 among the workers who are dealing with the failure and the workers determined to be able to be input in step S134. Then, the repair time described with reference to FIG. 6 is corrected according to the technical level of the worker. Then, the repair time acquisition unit 154 outputs the obtained repair time and repair method to the handling determination unit 155. In addition, when the repair time is corrected based on the technical level of another worker (other than the worker who is dealing with the failure) when the repair time is corrected at the technical level of the worker, Information indicating the worker is also output to the handling determination unit 155.

  In addition, when there are a plurality of repair methods corresponding to the cause of failure indicated by the cause investigation work result, the repair time acquisition unit 154 obtains the repair time for each repair method, and determines the repair method with the shortest repair time. The repair method and the repair time are output to the action determining unit 155. In addition, when the repair time of the determined repair method is corrected based on the technical level of another worker when the repair time of the determined repair method is corrected based on the technical level of the other worker, The information shown is also output to the action determining unit 155

Next, the handling determining unit 155 compares the evacuation time output from the evacuation time acquisition unit 152 in step S111 with the repair time output from the repair time acquisition unit 154 in step S135 to determine whether the repair or evacuation is performed. Then, a coping method with an expected recovery time is determined (step S141).
When it is determined that the repair is faster (step S141: repair), the handling determining unit 155 outputs the repair method output from the repair time acquiring unit 154 in step S135 to the instruction generating unit 156. In addition, when information indicating another worker is output from the repair time acquisition unit 154, the handling determination unit 155 outputs information indicating the other worker to the instruction generation unit 156 together with the repair method. To do.

Then, the instruction generation unit 156 that has received the output of the repair method instructs the repair by transmitting the repair method to the mobile terminal device 300 of the worker on site via the mobile terminal communication unit 130, When information indicating another worker is output from the handling determining unit 155, the worker is added by sending a repair method to the portable terminal device 300 carried by the other worker and instructing the repair. Is instructed (step S143).
Then, the mobile terminal device 300 (the mobile terminal device 300 of the field worker and the additional worker) that has received the repair method displays the repair method, and the worker starts repair work according to the repair method (step S222).

On the other hand, if it is determined in step S131 that the cause of the failure has not been found (step S131: unknown), or if it is determined in step S132 that repair is not possible (step S132: no), evacuation is better in step S141. If it is determined to be early (step S141: save), the handling determining unit 155 outputs the save method output from the save time acquiring unit 152 to the instruction generating unit 156 in step S111. Then, the instruction generation unit 156 that has received the output of the evacuation method instructs the evacuation by transmitting the evacuation method to the mobile terminal devices 300 of all workers via the mobile terminal communication unit 130 (step S142).
The portable terminal device 300 that has received the evacuation method displays the evacuation method, and the worker starts the evacuation work according to the evacuation method (step S221).

Next, when the evacuation work or the repair work is completed, the worker performs an operation input indicating that the trouble has been solved (for example, touching the solution button displayed on the display unit 330), and the mobile terminal device 300 Is transmitted to the server apparatus 100 (step S223).
In the server device 100 that has received the notification, the operation resumption determining unit 157 uses the GPS function of the mobile terminal device 300 to confirm the presence or absence of a person in the orbit (step S151), and that there is no person in the orbit. Is confirmed, the operation of the vehicle is resumed (step S152).

  In the mobile terminal device 300, when the evacuation operation is performed, the operation input unit 340 receives an input of the evacuation time, and the communication unit 320 transmits the evacuation time to the server device 100 (step S224). In the server device 100, the mobile terminal communication unit 130 receives the save time and outputs it to the database update unit 158 (step S161). As described above, the database update unit 158 updates the save information stored in the save information database 161 based on the save time transmitted from the mobile terminal device 300 (step S162).

  On the other hand, when the repair work is performed, in the mobile terminal device 300, the operation input unit 340 receives an input of the repair time, and transmits the repair time to the server device 100 (step S225). In the server device 100, the mobile terminal communication unit 130 receives the repair time and outputs it to the database update unit 158 (step S171). As described above, the database update unit 158 updates the repair information stored in the repair time database 164 based on the repair time transmitted from the mobile terminal device 300 (step S172). At that time, the database update unit 158 calculates the standard time by performing the reverse conversion of the correction of the repair time according to the technical level of the worker described in FIG. 6, and updates the repair information based on the standard time. To do.

Next, the operation of the track-based vehicle management system 1 will be described with reference to FIGS. 8 and 9.
FIG. 8 is a flowchart illustrating a processing procedure in which the server apparatus 100 determines a handling method for a failure. When a failure occurs in any of the vehicles, the server device 100 starts the process of FIG.
First, the position information acquisition unit 110 always acquires the position information of each vehicle, and acquires the position information of each vehicle even when a failure occurs (step S301). This step is the same as step S101 in FIG.

  In addition, the position information acquisition unit 110 acquires information indicating the failure vehicle and outputs the information to the position information processing unit 151 when a failure occurs. The position information processing unit 151 detects the occurrence of a failure based on the information, identifies the vehicle with the failure, and stores the position information of the failure vehicle and the position information of other vehicles with the mobile terminal communication unit 130. And output to the save time acquisition unit 152 (step S302). This step is the same as step S102 in FIG.

Next, the mobile terminal communication unit 130 transmits the position information of each vehicle output from the position information processing unit 151 to the mobile terminal device 300 (step S311). This step is the same as step S201 in FIG.
Thereafter, the mobile terminal communication unit 130 receives information indicating the type of failure transmitted from the mobile terminal device 300, and outputs the information to the cause investigation flow diagram selection unit 153 (step S312). Then, the cause investigation flow diagram selection unit 153 obtains a cause investigation flow diagram corresponding to the type of the failure from the cause investigation flow diagram database 162, and carries the acquired cause investigation flow diagram via the mobile terminal communication unit 130. It transmits to the terminal device 300 (step S313). Steps S312 to S313 are the same as step S121 in FIG.

  Thereafter, the mobile terminal communication unit 130 receives the cause investigation work result transmitted from the mobile terminal device 300 and outputs the result to the repair time acquisition unit 154.

  On the other hand, in step S302, the evacuation time acquisition unit 152 that acquired the position information of the faulty vehicle and the position information of other vehicles acquires the evacuation information that matches the position information of each vehicle from the evacuation information database 161. As a result, the expected shortest evacuation time is acquired and output to the handling determining unit 155 together with the evacuation method (step S321). This step is the same as step S111 in FIG.

Further, the repair time acquisition unit 154 refers to the cause investigation work result output from the mobile terminal communication unit 130 in step S314 and determines whether or not the cause of the failure has been found (step S331). This step is the same as step S131 in FIG.
When it is determined that the cause of the failure has been found (step S331: YES), the repair time acquisition unit 154 determines whether or not the failure cause can be repaired (step S332). This step is the same as step S132 in FIG.

When it is determined that repair is possible (step S332: YES), the repair time acquisition unit 154 acquires information indicating the level of the worker (step S333), and determines whether other workers can be input (step S334). ), A repair method for the failure is determined based on the cause investigation work result, the level of the worker, and whether or not other workers can be input, and the work time required for the repair method is acquired (step S335). ). Then, the repair time acquisition unit 154 outputs the obtained repair time and repair method to the handling determination unit 155, and if there is an additional worker, also outputs information indicating the worker to the handling determination unit 155.
These steps S333 to S335 are the same as steps S133 to S135 of FIG.

  Next, the handling determining unit 155 compares the evacuation time output from the evacuation time acquisition unit 152 in step S321 with the repair time output from the repair time acquisition unit 154 in step S335 (step S336), and repairs. Alternatively, a coping method with an expected recovery time out of the evacuation is determined (step S337). These steps S336 to S337 are the same as step S141 in FIG.

  When it is determined that the repair is faster (step S337: YES), the handling determining unit 155 outputs the repair method output from the repair time acquiring unit 154 to the instruction generating unit 156. When there is an additional worker, the handling determining unit 155 also outputs information indicating the additional worker to the instruction generating unit 156. Then, the instruction generation unit 156 instructs the repair by transmitting the repair method to the mobile terminal device 300 of the worker in the field via the mobile terminal communication unit 130, and if there is an additional worker, By sending a repair method to the portable terminal device 300 carried by the worker and instructing the repair, the worker is instructed to add a worker (step S341). This step is the same as step S143 in FIG.

  On the other hand, if it is determined in step S331 that the cause of failure is not known (step S331: NO), if it is determined in step S332 that repair is not possible (step S132: NO), or in step S337, evacuation is better. When it is determined to be early (step S337: NO), the handling determining unit 155 outputs the save method output from the save time acquiring unit 152 to the instruction generating unit 156, and the instruction generating unit 156 Then, evacuation is instructed by transmitting the evacuation method to the mobile terminal devices 300 of all workers (step S351). This step is the same as step S142 in FIG.

  After executing step S341 or S351, the server apparatus 100 ends the process of FIG. Thereafter, the server device 100 responds to a signal from the mobile terminal device 300, the operation restart process described in steps S151 to S152 in FIG. 7, the update process of the save information database 161 described in steps S161 to S162, The repair time database 164 described in S171 to S172 is updated.

In step S321, the evacuation time acquisition unit 152 may acquire the evacuation time by performing a simulation of evacuation of the faulty vehicle. The evacuation time acquisition unit 152 can more reliably obtain the evacuation time (simulation result) corresponding to the situation at the time of the failure by performing the simulation.
In this case, the evacuation time acquisition unit 152 may perform the simulation in parallel with the repair time acquisition unit 154 executing steps S331 to S335. In particular, the processing method can be determined more quickly by performing the processing in steps S331 to S335 and the simulation in step S321 in parallel.
Further, when the processing in steps S331 to S335 and the simulation in step S321 are performed in parallel, if it is determined NO in step S331 or step S332 and the evacuation operation is selected, the simulation of the evacuation time acquisition unit 152 at that time is performed. May be terminated (canceled). As a result, the processing can proceed without waiting for the completion of the simulation.

FIG. 9 is a flowchart illustrating a processing procedure of the mobile terminal device 300 when a failure occurs in the vehicle. In the process of FIG. 6, the communication unit 320 first receives the position information of each vehicle transmitted from the server device 100 (step S401), and the display unit 330 displays the position information of the faulty vehicle (step S402). . These steps S401 to S402 are the same as steps S201 to S202 in FIG.
Next, the operation input unit 340 receives input of state information (information indicating the type of failure) of the failed vehicle (step S403), and the communication unit 320 transmits the information to the server device 100 (step S404). . These steps S403 to S404 are the same as step S203 in FIG.

Next, the communication unit 320 receives the cause investigation flowchart transmitted from the server device 100 (step S405), and the display unit 330 displays the cause investigation flowchart (step S406). These steps S405 to S406 are the same as step S221 in FIG.
Then, the operation input unit 340 receives an input of the cause investigation work result based on the cause investigation flow diagram (step S407), and the communication unit 320 transmits the cause investigation work result to the server device 100 (step S408). These steps S407 to S408 are the same as step S212 in FIG.

  Next, the communication unit 320 receives the repair work instruction or the evacuation work instruction transmitted from the server device 100, and outputs the repair work instruction or the save work instruction to the application execution unit 354 via the communication control unit 351 (step S409), and the application execution unit 354. Determines which instruction has been received (step S411). When it is determined that the repair work instruction has been received (step S411: YES), the display unit 330 displays the repair method indicated by the repair work instruction as a repair method instruction or an operator additional instruction (step S421). .

Thereafter, the operation input unit 340 receives an operation input indicating that the failure has been resolved (step S422), and the communication unit 320 transmits a notification indicating that the failure has been resolved to the server device 100 (step S423).
Further, the operation input unit 340 receives an input of repair time (step S424), and the communication unit 320 transmits the repair time to the server device 100 (step S425).
Thereafter, the process of FIG.

  On the other hand, when it is determined in step S411 that the evacuation work instruction has been received (step S411: NO), the display unit 330 displays the evacuation work instruction (step S431).

The next steps S431 to S433 are the same as steps S422 to S423.
Further, the operation input unit 340 receives an input of the save time (step S434), and the communication unit 320 transmits the save time to the server device 100 (step S435).
Thereafter, the process of FIG.
Steps S409 to S411, S421, and S431 are the same as steps S221 and S222 in FIG. Steps S422 to S423 and S432 to S433 are the same as step S223 in FIG. Steps S424 to S425 are the same as step S225 of FIG. Steps S434 to S435 are the same as step S224 in FIG.

  As described above, the evacuation time acquisition unit 152 obtains the evacuation time, the repair time acquisition unit 154 obtains the repair time, and the action determination unit 155 compares the evacuation time with the repair time, Then, select (determine) a coping method with an expected recovery time. Thereby, when a failure occurs in the vehicle and stops, an appropriate coping method can be determined more promptly and automatically.

In particular, the evacuation time acquisition unit 152 acquires the evacuation time calculated by the simulation, and the repair time acquisition unit 154 acquires the repair time stored in the database. Therefore, the evacuation time and the repair time are compared quantitatively. It can be evaluated and an appropriate coping method can be selected.
Further, the database update unit 158 updates the data in the save information database 161 through the repair time database 164 based on the save time or repair time as a result of dealing with the failure. An appropriate coping method can be selected.
In addition, since the server apparatus 100 automatically selects a coping method and notifies it to the worker, even an inexperienced worker does not need to seek the judgment of another person and can work quickly.

  In addition, since the repair time acquisition unit 154 calculates the repair time by reflecting the level of the worker, it is possible to acquire a more accurate repair time and to improve the accuracy of selecting a countermeasure.

  Moreover, since the operation resumption determination unit 157 determines whether or not there is a person in the track using the GPS function of the mobile terminal device 300, whether or not there is a person in the track by a worker or a command room operator manually. The burden of checking the vehicle can be reduced, and the vehicle operation can be resumed promptly by promptly checking the vehicle.

  Moreover, the server apparatus 100 can reduce the load of the portable terminal device 300 by determining a countermeasure, and the portable terminal device 300 can be reduced in size and weight.

The track system vehicle management system 1 may calculate the delay time of the vehicle based on the acquired evacuation time or repair time, and make a delay notification to other connected transportation facilities.
For example, the track-based vehicle management system 1 has a track-based traffic system between a city and an airport, or an activation-based transport system in an airport (for example, a track-based transport system that communicates between terminal buildings in an airport, or an airport If a delay occurs due to a vehicle trouble, there is a risk that the aircraft will not be in time for departure. In such a case, the track-based vehicle management system 1 (server device 100) calculates the scheduled airport arrival time or terminal building arrival time of the vehicle based on the evacuation time or the repair time. If the calculated estimated arrival time exceeds the threshold time at which the departure time of the aircraft must be changed, the delay time (estimated arrival time at the airport or estimated arrival time at the terminal building) is notified to the air traffic control building. Change the flight schedule. As a result, it is possible to reduce the confusion by avoiding the situation where the arrival of the vehicle at the airport or the terminal building is not in time for the departure time of the aircraft.

  Alternatively, when the track-based vehicle management system 1 determines to evacuate, an alternative means such as a bus may be automatically arranged. For example, when the server apparatus 100 determines to evacuate the coping method, the server apparatus 100 notifies the bus terminal and directs the bus to the site. And a passenger is transferred to the nearest station by the said bus | bath. Thereby, the situation which makes a passenger wait for a long time in a vehicle can be avoided.

  Further, the status of alternative means such as a bus may be fed back to the mobile terminal device 300. For example, when the alternative means is used elsewhere or cannot be used during maintenance, the portable terminal device 300 can display the status so that the operator can again determine whether to repair or evacuate. Like that. As a result, it is possible to select a handling method that is relatively less burdensome for the passenger. Or the worker who grasped the situation of alternative means can arrange other alternative means.

<Second Embodiment>
In the first embodiment, the case has been described in which the coping method is determined on the server device side. However, the case where the mobile terminal device cannot communicate with the server device in the field by determining the coping method on the mobile terminal device side is also described. The invention can be applied. In this embodiment, this point will be described.
FIG. 10 is a schematic block diagram showing a functional configuration of the track-based vehicle management system in the second embodiment of the present invention. In the figure, the track system vehicle management system 2 includes a server device 500 and a mobile terminal device 600. The server device 500 includes a position information acquisition unit 110, a portable terminal communication unit 130, a control unit 550, a save information database 161, a cause investigation flow diagram database 162, and a repair history database 563. The control unit 550 includes a position information processing unit 151, a save time acquisition unit 152, and an information management unit 559. The mobile terminal device 600 includes a GPS function unit 310, a communication unit 320, a display unit 330, an operation input unit 340, a control unit 650, and a mobile terminal database 661. The control unit 650 includes a communication control unit 351, a display control unit 352, an input processing unit (failure information acquisition unit) 353, and an application execution unit 654. The application execution unit 654 includes a cause investigation flow diagram selection unit 655, a repair time acquisition unit 656, a countermeasure determination unit 657, and an instruction generation unit 658.
In the figure, parts having the same functions corresponding to the parts in FIG. 1 have the same reference numerals (110, 130, 151, 152, 161, 162, 310, 320, 330, 340, 351, 352, 353). The description is omitted.

The server device 500 transmits information necessary for determining the handling method to the mobile terminal device 600 in a state in which the mobile terminal device 600 is communicable with the mobile terminal device 600, such as when the mobile terminal device 600 is located within the command center. Based on the processing result information transmitted from 600, the database is updated.
The repair history database 563 includes, as a repair history when a failure occurs in the vehicle, information indicating the type of failure, the cause of the failure, a part to be repaired (for example, a part name), and repair contents (for example, adjustment or repair). And information indicating component replacement) are stored in association with each other.
The information management unit 559 manages the cause investigation flow diagram database 162 and the repair history database 563. Specifically, the information management unit 559 acquires a cause investigation flow diagram from the cause investigation flow diagram database 162, obtains a repair history from the repair history database 563, and is based on information transmitted from the mobile terminal device 600. The repair history stored in the repair history database 563 is updated.

The mobile terminal device 600 determines a countermeasure method for the failure according to the information acquired from the server device 500 and the operation input received by the operation input unit 340.
The mobile terminal database 661 stores information transmitted from the server device 500 in a state where the mobile terminal device 600 can communicate with the server device 500. Specifically, the mobile terminal database 661 includes save information acquired by the save time acquisition unit 152, a cause investigation flow diagram stored in the cause investigation flow diagram database 162, and a repair history stored in the repair history database 563. , Store in advance before the worker goes to the site.

  Here, when the type of failure can be narrowed down to some extent by remote monitoring information such as a monitor or a sensor, there is a possibility that the database 661 in the mobile terminal corresponds to the cause investigation flow diagram stored in the cause investigation flow diagram database 162 ( Only those having a relatively high possibility of being applicable to the current failure may be stored. Similarly, the mobile terminal database 661 may store only repair histories stored in the repair history database 563 that have a relatively high possibility. By reducing the amount of data stored in the portable terminal database 661, the time required for communication between the server device 500 and the portable terminal device 600 can be reduced.

The cause investigation flow diagram selection unit 655 is similar to the cause investigation flow diagram selection unit 153 (FIG. 1), and in the cause investigation flow diagram stored in the portable terminal database 661, the failure input indicated by the operation input received by the operation input unit 340 Select the cause investigation flow chart according to the type.
The repair time acquisition unit 656 acquires the repair time based on the repair history stored in the portable terminal database 661.
The coping determination unit 657 determines a coping method for either repair or evacuation based on the repair time and the evacuation time, like the coping determination unit 155 (FIG. 1).
An instruction indicating the coping method determined by the coping determination unit 657 is generated and displayed on the display unit 330.

Next, with reference to FIG. 11, a procedure for dealing with a failure in the track-based vehicle management system 2 will be described.
FIG. 11 is an explanatory diagram showing a procedure in which the track-based vehicle management system 2 and the user (site worker and command station operator) deal with a failure that has occurred in the vehicle.
Steps S501 to S511 in the figure are the same as steps S101 to S111 in FIG. In step S601, the mobile terminal communication unit 130, in addition to the position information of each vehicle, save information acquired by the save time acquisition unit 152, a cause investigation flow diagram stored in the cause investigation flow diagram database 162, and a repair history database. The repair history stored in 563 is transmitted to portable terminal device 600. The mobile terminal device 600 (communication unit 320) receives these pieces of information. Then, the portable terminal database 661 stores the evacuation information received by the communication unit 320, the cause investigation flowchart, and the repair history.

Step S602 is the same as step S202 of FIG.
Then, the worker who arrives at the site investigates the faulty vehicle to determine the type of fault, and inputs information indicating the determined type of fault to the mobile terminal device 300 (step S603). The information is output to the cause investigation flow diagram selection unit 655 via the input processing unit 353.
Then, the cause investigation flow diagram selection unit 655 obtains (selects) a cause investigation flow diagram corresponding to the acquired type of failure from the portable terminal database 661 (step S611). Then, the display unit 330 displays the cause investigation flow diagram acquired by the cause investigation flow diagram selection unit 655, and the worker performs an operation for identifying the cause of the failure based on the cause flow diagram displayed by the display unit 330 (cause investigation). Work) (step S612).

When the cause investigation work is completed, the worker inputs the cause investigation work result to the mobile terminal device 600 (operation input unit 340), and the cause investigation work result is input to the repair time acquisition unit 656 via the input processing unit 353. Is output.
Then, the repair time acquisition unit 656 determines whether or not the cause of the failure has been found with reference to the cause investigation work result (step S621). When it is determined that the cause of the failure has been found (step S621: found), the repair time acquisition unit 656 determines whether or not the failure cause can be repaired (step S622). For example, if the repair method corresponding to the cause of the failure in the cause investigation work result is included in the repair history stored in the mobile terminal database 661, the repair time acquisition unit 656 determines that the repair is possible and includes it. If not, it is determined that repair is not possible.

  When it is determined that repair is possible (step S622: Yes), the repair time acquisition unit 656 acquires an expected repair time (step S623). Specifically, the repair time acquisition unit 656 acquires a repair time and a repair method (for example, a part name and repair details) corresponding to the acquired cause of failure from the mobile terminal database 661. Then, the repair time acquisition unit 656 outputs the acquired repair time and repair method to the handling determination unit 657.

Next, the handling determining unit 657 acquires the evacuation time from the portable terminal database 661, compares the evacuation time with the repair time output from the repair time acquisition unit 656 in step S623, and performs repair or evacuation. Among them, a countermeasure method with an expected recovery time is determined (step S624).
When it is determined that the repair is faster (step S624: repair), the handling determining unit 657 outputs the repair method output from the repair time acquiring unit 656 to the instruction generating unit 658 in step S623.

  Then, the instruction generation unit 658 that has received the output of the repair method outputs the repair method to the display control unit 352 and causes the display unit 330 to display the repair method. Then, the worker starts repair work according to the repair method (step S633).

  On the other hand, if it is determined in step S621 that the cause of failure has not been found (step S621: unknown), or if it is determined in step S622 that repair is not possible (step S622: no), evacuation is better in step S624. When it is determined to be early (step S624: evacuation), the handling determining unit 657 acquires the evacuation method stored in the portable terminal database 661 and outputs the evacuation method to the instruction generating unit 658. Then, the instruction generation unit 658 that has received the output of the save method outputs the save method to the display control unit 352 and causes the display unit 330 to display the save method. Then, the worker starts the evacuation work according to the evacuation method (step S632).

  Next, when the evacuation operation or the repair operation is completed, the worker moves to a place where the mobile terminal device 600 can communicate with the server device 500, and performs the processing of step S634 and subsequent steps. Steps S634 and S521 to S522 are the same as steps S223 and S151 to S152 of FIG.

  In the mobile terminal device 600, when the evacuation operation is performed, the operation input unit 340 receives an input of the evacuation time, and the communication unit 320 transmits the evacuation time to the server device 500 (step S635). In the server device 500, the mobile terminal communication unit 130 receives the save time and outputs it to the information management unit 559 (step S531). Similar to the database update unit 158 (FIG. 1), the information management unit 559 updates the save information stored in the save information database 161 based on the save time transmitted from the mobile terminal device 300 (step S532).

  On the other hand, when the repair work is performed, in the mobile terminal device 300, the operation input unit 340 accepts the input of the repair time, and the repair time, the type of failure acquired in step S603, and the cause of the failure acquired in step S613. And the repair method acquired in step S623 are associated with each other and transmitted to the server device 500 via the communication unit 320 (step S636). In the server device 100, the mobile terminal communication unit 130 receives the repair time and outputs it to the information management unit 559 (step S541). The information management unit 559 adds the acquired information to the repair history stored in the repair history database 563 (step S563).

Next, the operation of the track-based vehicle management system 2 will be described with reference to FIGS.
FIG. 12 is a flowchart illustrating a processing procedure in which the server apparatus 500 determines a countermeasure method for a failure. When a failure occurs in any of the vehicles, the server device 500 starts the process of FIG.
In FIG. 8, steps S701 to S702 are the same as steps S301 to S302 in FIG. 8, and step S703 is the same as step S303.

Next, the information management unit 559 acquires a cause investigation flow from the cause investigation flow diagram database 162 and transmits the cause investigation flow to the portable terminal device 600 via the portable terminal communication unit 130 (step S704). Further, the information management unit 559 acquires the repair history from the repair history database 563 and transmits the repair history to the mobile terminal device 600 via the mobile terminal communication unit 130 (step S705).
Further, the evacuation time acquisition unit 152 acquires evacuation information from the evacuation information database 161 based on the position information of each vehicle (step S706), and transmits the evacuation information to the mobile terminal device 600 via the mobile terminal communication unit 130 ( Step S707).
Thereafter, the processing of FIG. 11 is terminated, and the server device 500 responds to the signal from the mobile terminal device 600, the operation resumption processing shown in steps S521 to S522 of FIG. 11 and the save information database described in steps S531 to S5322. 161 update processing and update processing of the repair history database 563 described in steps S541 to S542 are performed.

FIG. 13 is a flowchart illustrating a processing procedure of the mobile terminal device 300 when a failure occurs in the vehicle. In the process of FIG. 6, first, the communication unit 320 receives the position information of each vehicle, the cause investigation flowchart, the repair history, and the evacuation information transmitted from the server device 100 (step S801). The next steps S802 to S803 are the same as steps S402 to S403 in FIG.
Next, the cause investigation flow diagram selection unit 655 is one of the flow diagrams stored in the portable terminal database 661 based on the type of failure indicated by the state information of the failed vehicle received by the operation input unit 340 in step S803. Is selected (step S804), output to the display control unit 352, and displayed on the display unit 330 (step S805).

Then, the operation input unit 340 receives an input of the cause investigation work result based on the cause investigation flow diagram, and the cause investigation work result is output to the repair time acquisition unit 656 (step S806).
Next, the repair time acquisition unit 656 refers to the cause investigation work result and determines whether or not the cause of the failure has been found (step S811). When it is determined that the cause of the failure has been found (step S811: YES), the repair time acquisition unit 656 determines whether repair for the cause of the failure is possible (step S812).

  When it is determined that the repair is possible (step S812: YES), the repair time acquisition unit 656 calculates the repair time and the repair method from the repair history stored in the mobile terminal database 661 based on the cause of failure indicated by the cause investigation work result. The response determination unit 657 compares the repair time with the save time stored in the mobile terminal database 661 (step S813), and predicts whether repair or save is to be performed. The coping method with the earlier recovery time is determined (step S814).

When it is determined that the repair is faster (step S814: YES), the handling determining unit 657 outputs the repair method output from the repair time acquiring unit 656 to the instruction generating unit 658. Then, the instruction generation unit 658 outputs the repair method to the display control unit 352 and causes the display unit 330 to display the repair method (step S821). The next steps S822 to S823 are the same as steps S422 to S423 in FIG.
Next, the mobile terminal device 600 accepts a repair time input operation (step S424). Then, the communication unit 320 associates the repair time, the type of failure acquired in step S803, the cause of the failure acquired in step S806, and the repair method acquired in step S813 via the communication unit 320. To the server device 500 (step S825). Thereafter, the process of FIG.

On the other hand, when it is determined in step S814 that the saving is faster (step S814: NO), the handling determining unit 657 acquires the saving method from the portable terminal database 661 and outputs the saving method to the instruction generating unit 658. Then, the instruction generation unit 658 outputs the evacuation method to the display control unit 352 and causes the display unit 330 to display it (step S831).
Further, the instruction generation unit 658 outputs a notification to the effect of saving to the communication control unit 351, and the communication control unit 351 transmits the notification to the server device 500 via the communication unit 320.
Next, steps S833 to S836 are the same as steps S432 to S435 (FIG. 9). Thereafter, the processing in FIG.

  As described above, since the mobile terminal device 600 stores the evacuation information, the cause investigation flow chart, and the history information in advance and determines a countermeasure, the mobile terminal device 600 cannot communicate with the server device 500. You can also decide how to deal with it. Thereby, when a failure occurs in the vehicle and stops, an appropriate coping method can be determined more quickly.

A program for realizing all or part of functions of track-based vehicle management system 1 and track-based vehicle management system 2 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is recorded on the computer. The processing of each unit may be performed by reading it into the system and executing it. Here, the “computer system” includes an OS and hardware such as peripheral devices.
Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.
The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case, and a program that holds a program for a certain period of time are also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes design changes and the like without departing from the gist of the present invention.

1, 2, Track-based vehicle management system 100, 500 Server device 110 Location information acquisition unit 110
DESCRIPTION OF SYMBOLS 120 LAN communication part 130 Portable terminal communication part 150,550 Control part 151 Location information processing part 152 Retraction time acquisition part 153 Cause investigation flow figure selection part 154 Repair time acquisition part 155 Action determination part 156 Instruction generation part 157 Operation resumption determination part 158 Database update unit 559 Information management unit 161 Saved information database 162 Cause investigation flow diagram database 163 Repair method database 164 Repair time database 563 Repair history database 210 Maintenance management system 220 Communication network 300, 600 Mobile terminal device 310 GPS function unit 320 Communication unit 330 Display unit 340 Operation input unit 350, 650 Control unit 351 Communication control unit 352 Display control unit 353 Input processing unit 354, 654 Application execution unit 655 Cause Akira flow diagram selecting section 656 repair time acquisition unit 657 addressed determining unit 658 instructs generating section 661 the mobile terminal database

Claims (6)

A track-based vehicle management system for managing a vehicle traveling on a track,
A position information acquisition unit for acquiring position information indicating a position on the track of the vehicle;
A fault information acquisition unit that acquires fault information indicating a fault status of the vehicle in which the fault has occurred;
Based on the acquired failure information, a repair time acquisition unit for obtaining a repair time of a vehicle in which a failure has occurred,
Based on the acquired position information, a evacuation time acquisition unit for obtaining a evacuation time required to evacuate the vehicle to a predetermined evacuation position while a failure has occurred;
A coping determination unit that determines a coping method for either repair or evacuation based on the obtained repair time and evacuation time;
A track-type vehicle management system comprising: A work information acquisition unit for acquiring work information indicating work conditions for repairing a vehicle in which a failure has occurred;
The track system vehicle management system according to claim 1, wherein the repair time acquisition unit obtains the repair time based on the failure information and work information. A server device having the position information acquisition unit;
The track-based vehicle management system according to claim 1, further comprising: at least one portable terminal device that has the failure information acquisition unit and is capable of communicating with the server device.   The server device includes the repair time acquisition unit, the evacuation time acquisition unit, and the countermeasure determination unit, and transmits the determined countermeasure method to the portable terminal device. 4. The track-based vehicle management system according to any one of 3. The server device includes the evacuation time acquisition unit, and transmits the obtained evacuation time to the mobile terminal device,
The mobile terminal device includes the repair time acquisition unit and the handling determination unit,
The said countermeasure determination part determines a countermeasure method based on the repair time which the said repair time acquisition part calculated | required, and the evacuation time transmitted from the said server apparatus, The any one of Claim 1 to 3 characterized by the above-mentioned. The track-based vehicle management system according to the item. A method for determining the handling of a track-based vehicle management system that manages a vehicle traveling on a track,
A position information acquisition step of acquiring position information indicating a position on the track of the vehicle;
A fault information acquisition step for acquiring fault information indicating a fault status of the vehicle in which the fault has occurred;
Based on the acquired failure information, a repair time acquisition step for obtaining a repair time of a vehicle in which a failure has occurred;
Based on the acquired position information, a retreat time acquisition step for obtaining a retreat time required to retreat the vehicle to a predetermined retreat position while a failure has occurred;
A coping decision step for deciding a coping method for either repair or evacuation based on the obtained repair time and evacuation time;
A coping decision method characterized by comprising.

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