JP6524179B2 - Train information management device - Google Patents

Description

  The present invention relates to a train information management device.

  The on-board equipment of the conventional train has determined the abnormality based on its own operating condition.

  For example, according to Patent Document 1, for the purpose of "easily grasping an abnormal place when a device mounted on each train car fails," a case where a failure occurs in the device 1 or 2a of the first car The monitor device 1a detects the failure occurrence and records various data of the devices 1 and 2a before and after the failure occurrence in the non-volatile memory 4a. Perform normal recording of various data in the same manner as when a failure occurs in the device 1, 2b of the 2nd car in 4b, thereby the failure data of the device 1, 2a of the 1st car and the timing of the failure occurrence 2 Therefore, by comparing the failure data with the normal data, it is possible to easily grasp the difference, so that the failure analysis becomes easy. That. According to Patent Document 1, a difference is grasped by comparing unit data at the time of abnormality with unit data at the time of normal, and an abnormality of the apparatus is detected from the result (in particular, paragraph [0007], FIG. 5, 7).

Japanese Patent Application Laid-Open No. 8-280101

  However, according to the above-described conventional technique, the determination is performed on unit data at the time of normal operation or unit data between the same devices. Therefore, there is a problem that it is impossible to judge until the abnormality detection of the part related to the control command such as transmission between devices.

  The present invention has been made in view of the above, and is monitoring a behavior of a device which performs control instructions and a device which actually performs processing, and is failing by grasping not only the operation but also the time to the operation. The purpose is to identify a device and obtain a train information management device that contributes to preventive maintenance.

  In order to solve the problems described above and achieve the object, the present invention is a train information management device connected to an on-vehicle device by a transmission line, and the on-vehicle device is transmitted after processing request data is transmitted to the on-vehicle device. The first time, which is the time required to receive the processing response data generated from the in-vehicle device after performing the processing according to the processing request data, measures the first time, and uses the first time to It is characterized by detecting that the signal delay resulting from being in the transient state which leads to the abnormality which becomes impossible in either of transmission and reception, or a failure has arisen.

  According to the present invention, the behavior of the device that performs control instruction and the device that actually performs the process is monitored, and the device that is failing is identified by grasping not only the operation but also the time to the operation, which contributes to preventive maintenance. The train information management apparatus can be obtained.

FIG. 1 is a diagram showing the configuration of a train provided with the train information management device according to the first embodiment. FIG. 2 is a sequence diagram for explaining the operation of the train information management apparatus according to the first embodiment. FIG. 3 is a diagram showing time change of transmission and reception of signals with the in-vehicle device of the train information management device according to the first embodiment. FIG. 4 is a sequence diagram for explaining the operation of the train information management apparatus according to the second embodiment.

  Below, an embodiment of a train information management device concerning the present invention is described in detail based on a drawing. The present invention is not limited by the embodiment.

Embodiment 1
FIG. 1 is a diagram showing a configuration of a first embodiment of a train provided with a train information management device according to the present invention. The train shown in FIG. 1 is an N (N is a natural number of 4 or more) both-organization including the vehicles 10, 20, 30, 40. The vehicle 10, which is the first car, includes a train information management device 11 and in-vehicle devices 12 and 13 connected to the train information management device 11 by wire. The vehicle 20, which is the second car, includes a train information management device 21 and on-vehicle devices 22 and 23 connected to the train information management device 21 by wire. The vehicle 30, which is the third car, includes a train information management device 31, and in-vehicle devices 32 and 33 connected to the train information management device 31 by wire. A vehicle 40, which is an N-th car, includes a train information management device 41 and on-vehicle devices 42 and 43 connected to the train information management device 41 by wire. The train information management device of each car from the first car to the Nth car is connected by wire with the train information management device provided in the other cars by the transmission line, and the connection form is, for example, connecting a plurality of train information management devices A bus-type topology may be used in which the transmission line being used is a bus. Moreover, although the train information management apparatus 11 of the lead vehicle is the central management apparatus here, the present invention is not limited to this, and the train information management apparatus of another vehicle may be the central management apparatus.

  Although not shown, when the train shown in FIG. 1 is a train having five or more cars, one or more cars are provided between the third car and the Nth car. Also, although the train shown in FIG. 1 has a train of four or more cars, the present invention is not limited to this, and a two-car train equipped with the vehicle 10 and the car 40 may be used. The vehicle 20 or the vehicle 30 may be added to the three-car train, or the vehicle 10 may be a one-car train (single-row). And although the form by which a plurality of train information management devices, and a train information management device and in-vehicle apparatus were connected by wire was explained here, the present invention is not limited to this, data is replaced by wireless communication instead of wired connection. May be transmitted.

  In FIG. 1, for example, the train information management device 11 transmits and receives data to and from the in-vehicle devices 12 and 13. When a control command request is transmitted from the train information management device 11, the in-vehicle devices 12 and 13 perform control command processing according to the control command request, and transmit a control command response. The train information management device 11 recognizes that the control command requested by the in-vehicle devices 12 and 13 is completed by receiving the control command response. In such a configuration, after the train information management device 11 transmits a control command request, it takes a longer time than expected when it is normal to receive a control command response from the in-vehicle device 12 is there. In such a case, although it is possible to detect an abnormality also in the conventional train information management device 11, is there a problem in the on-vehicle device 12 which is the reception destination of the control command request or the on-vehicle device 12 It was not possible to determine whether there was a failure in the transmission line between them and it was not possible to specify the replacement target.

  FIG. 2 is a sequence diagram for explaining the operation of the train information management apparatus according to the first embodiment of the present invention. In addition, although the operation | movement of the train information management apparatus 11 and the vehicle equipment 12 is illustrated in the sequence diagram shown in FIG. 2, it is possible to operate similarly by the train information management equipment 11 and the vehicle equipment 13.

  First, the train information management device 11 transmits control command request data (step S1). The control command request data transmitted by the train information management device 11 is sent to the on-vehicle device 12 via the transmission line (step S2). The on-vehicle device 12 receives the control command request data (step S3), performs processing based on the control command of the control command request data (step S4), and transmits control command response data (step S5). The control command response data transmitted by the in-vehicle device 12 is sent to the train information management device 11 via the transmission line (step S6). The train information management device 11 receives the control command response data (step S7), and determines whether the time t1 from the transmission of the control command request data to the reception of the control command response data is larger than the first threshold value α. (Step S8). When time t1 from transmission of control command request data to reception of control command response data is equal to or less than first threshold value α (when it is determined No in step S8), in-vehicle device 12 and train information management device It is determined that both of the transmission lines between H.11 and the on-vehicle device 12 are normal (step S9a). When time t1 from transmission of control command request data to reception of control command response data is larger than first threshold value α (when it is determined Yes in step S8), on-vehicle device 12 and train information management device 11 And at least one of the transmission lines between the on-vehicle device 12 and the vehicle-mounted device 12 is in a state of malfunction or failure, so that retry data is transmitted to determine this (step S9b).

  Here, as the retry data, for example, transmission time information may be added so that information indicating the retry data can be distinguished from other retry data.

  The retry data transmitted by the train information management device 11 is sent to the on-vehicle device 12 via the transmission line (step S10). After receiving the retry data, the in-vehicle device 12 immediately sends the retry data back to the train information management device 11 (step S11). The retry data transmitted by the in-vehicle device 12 is sent to the train information management device 11 via the transmission line (step S12). The train information management device 11 receives the retry data (step S13), and the time t2 from the transmission of the retry data to the reception of the retry data in the train information management device 11 is larger than the second threshold value β It is determined (step S14). If the time t2 from the transmission of the retry data in the train information management device 11 to the reception of the retry data is equal to or less than the second threshold value β (when it is determined No in step S14), the in-vehicle device 12 It is determined that it is an abnormal (or failure) transient state (step S15a). When the time t2 from the transmission of the retry data in the train information management device 11 to the reception of the retry data is larger than the second threshold value β (when it is determined Yes in step S14), the train information management device 11 And the on-vehicle device 12 is determined to be in an abnormal (or failure) transient state (step S15 b).

  FIG. 3 is a diagram showing time change of transmission and reception of signals with the in-vehicle device in the first embodiment of the train information management device according to the present invention. In addition, also in FIG. 3, the operation | movement of the train information management apparatus 11 and the vehicle equipment 12 is illustrated, and in FIG. 3, the code | symbol of the corresponding step is specified clearly in the sequence diagram of FIG. In FIG. 3, the solid line represents the time change of transmission and reception of the signal in a normal state, the alternate long and short dash line represents the time change of transmission and reception of the signal in the delay state in the on-vehicle device 12, and the dotted line represents the train information management device 11 represents a time change of transmission and reception of a signal in a state in which a delay occurs in the transmission line between the reference numeral 11 and the on-vehicle device 12. As shown in FIG. 3, in the state where a delay occurs in the on-vehicle device 12, no delay occurs in transmission and reception of signals between the train information management device 11 and the on-vehicle device 12 (dashed dotted line). In the state in which the delay occurs in the transmission line between the device 11 and the on-vehicle device 12, the on-vehicle device 12 does not have the delay (dotted line). Note that such a delay is due to an abnormal (or failure) transient state.

  According to the present invention, when it is detected that a transitional state of abnormality or failure is detected, it can be determined whether it is a state shown by an alternate long and short dash line in FIG. 3 or a state shown by a dotted line. Although not shown in FIG. 3, in actuality, delays occur in both of the on-vehicle device 12 and the transmission line between the train information management device 11 and the on-vehicle device 12 and an abnormality (or failure) occurs. It is also assumed that it is rising.

  When abnormality (or failure) is occurring in both of the on-vehicle device 12 and the transmission line between the train information management device 11 and the on-vehicle device 12, the transmission line becomes abnormal (or failure) when operated according to the sequence diagram of FIG. Is determined (step S15b). At this time, since there is at least an abnormality (or failure) occurring in the transmission line, the transmission line at the corresponding portion is replaced with a normal one. Then, after the transmission line is replaced, if it is operated according to the sequence diagram of FIG. 2 again, it is determined that the on-vehicle device 12 is in an abnormal (or failure) transient state (step S15a).

  That is, regardless of whether the in-vehicle device 12 is normal or not, it is determined that the transmission line is in an abnormal (or failure) transient state (step S15 b). If there is a failure, replace the transmission line of the relevant part with a normal one. Then, after the replacement of the transmission line, when it is operated according to the sequence diagram of FIG. 2 again, when the in-vehicle device 12 is normal, the transmission line between the in-vehicle device 12 and the train information management device 11 and the in-vehicle device 12 It is determined that both are normal (step S9a). When the in-vehicle apparatus 12 is in the transition state of abnormality (or failure), it is determined that the in-vehicle apparatus 12 is in the transition state of abnormality (or failure) (step S15a).

  Thus, the case where abnormality (or failure) is occurring only in the in-vehicle device 12 and the case where abnormality (or failure) is occurring in only the transmission line between the train information management device 11 and the in-vehicle device 12; It is possible to determine whether an abnormality (or failure) is occurring in both the on-vehicle device 12 and the transmission line between the train information management device 11 and the on-vehicle device 12.

  The first threshold value α and the second threshold value β used for the above determination may be set when the train information management device 11 is installed or the like. Under conditions where it is certain that neither equipment nor transmission line has abnormality or failure, for example, data of the same size is transmitted and received multiple times and measured, and the maximum value at this time is the first threshold value. It may be used as α or the second threshold β. The first threshold value α and the second threshold value β may be stored in the internal memory of the train information management device 11.

  However, the present invention is not limited to this, and without using the first threshold value α and the second threshold value β, time t1 from transmission of control command request data in each vehicle to reception of control command response data and train The time t2 from the transmission of the retry data in the information management apparatus 11 to the reception of the retry data may be continuously monitored to detect that an abnormality (or failure) is occurring from the time change. Thus, even without setting the threshold in advance, it is possible to detect a transient state leading to an abnormality (or failure).

  As described above, as described in the present embodiment, the abnormality (or failure) occurs only in the in-vehicle device 12 and the transmission line between the train information management device 11 and the in-vehicle device 12 only (or failure). It is possible to distinguish between when an occurrence of abnormality (or failure) is occurring in both of the on-vehicle device 12 and the transmission line between the train information management device 11 and the on-vehicle device 12). It can be detected that these are transient states leading to an abnormality (or failure). Therefore, it is possible to cope with it by replacement etc. in advance, and it is possible to avoid an abnormality (or failure) during traveling (during operation). As described in the present embodiment, the train information management device according to the present embodiment at least has a function of generating control command request data, a function of transmitting and receiving data via a transmission line, and a function of measuring time. , And includes a memory for storing timed time. In addition, the on-vehicle device according to the present embodiment generates at least a function of transmitting and receiving data via a transmission line, a function of performing processing according to received control command request data, and control command response data after the processing. And a function. As an on-vehicle apparatus of the present embodiment, a door opening and closing apparatus mounted in a vehicle, an in-vehicle broadcast apparatus, and a display apparatus for displaying various information such as an arrival station and an advertisement can be exemplified.

  In the present embodiment, although it is detected that the on-vehicle apparatus and the transmission line are in a transitional state leading to an abnormality (or failure), the on-vehicle apparatus and the transmission line have an abnormality (or failure). In this case, transmission and reception of any data can not be performed, so detection can be easily performed.

Second Embodiment
In the first embodiment, a transient state leading to an abnormality (or failure) is detected between the train information management device and the in-vehicle device in each vehicle, but the present invention is not limited to this, and one train It is also possible to detect a transient condition leading to an abnormality (or failure) between the information management device and another train information management device. The train according to the present embodiment is a train shown in FIG. 1 as in the first embodiment.

  FIG. 4 is a sequence diagram for explaining the operation of the second embodiment of the train information management apparatus according to the present invention. Although the sequence diagram shown in FIG. 4 exemplifies the operations of the train information management device 11 and the train information management device 21, the same operation may be performed in the train information management device 11 and the train information management devices 31 and 41. The same applies to train information management devices provided in other vehicles.

First, the train information management device 11 transmits control command request data (step ST1).
The control command request data transmitted by the train information management device 11 is sent to the train information management device 21 via the transmission line (step ST2). The train information management device 21 receives control command request data (step ST3), performs processing based on the control command of the control command request data (step ST4), and transmits control command response data (step ST5). The control command response data transmitted by the train information management device 21 is sent to the train information management device 11 via the transmission line (step ST6). Train information management device 11 receives control command response data (step ST7), and determines whether time t1 from transmission of control command request data to reception of control command response data is larger than first threshold value α. To do (step ST8). When time t1 from transmission of control command request data to reception of control command response data is equal to or less than first threshold value α (when it is determined No at step ST8), train information management device 21 and train information It is determined that both of the transmission lines between the management device 11 and the train information management device 21 are normal (step ST9a). When time t1 from transmission of control command request data to reception of control command response data is larger than the first threshold value α (when it is determined Yes in step ST8), the train information management device 21 and the train information management Since at least one of the transmission lines between the apparatus 11 and the train information management apparatus 21 is in an abnormal state or is in failure, retry data is transmitted to determine this (step ST9 b).

  The retry data transmitted by the train information management device 11 is sent to the train information management device 21 via the transmission line (step ST10). After receiving the retry data, the train information management device 21 immediately sends the retry data back to the train information management device 11 (step ST11). The retry data transmitted by the train information management device 21 is sent to the train information management device 11 via the transmission line (step ST12). The train information management device 11 receives the retry data (step ST13), and the time t2 from the transmission of the retry data to the reception of the retry data in the train information management device 11 is larger than the second threshold value β It is determined (step ST14). If the time t2 from the transmission of the retry data in the train information management device 11 to the reception of the retry data is less than or equal to the second threshold value β (when it is determined No in step ST14), the train information management device It is determined that 21 is an abnormal (or failure) transient state (step ST15a). If the time t2 from the transmission of the retry data in the train information management device 11 to the reception of the retry data is larger than the second threshold value β (when it is determined Yes in step ST14), the train information management device 11 And the transmission line between the train information management device 21 is determined to be in an abnormal (or broken) transient state (step ST15 b).

  The time change of transmission and reception of signals in the present embodiment is the same as that of the first embodiment, as shown in FIG. Also in the present embodiment, as in the first embodiment, the case where abnormality (or failure) is occurring only in the train information management device 21 and the case between the train information management device 11 and the train information management device 21 In the case where abnormality (or failure) is occurring only in the transmission line, while abnormality (or failure) is occurring in both the train information management device 21 and the transmission line between the train information management device 11 and the train information management device 21 It is possible to distinguish between cases and cases.

  The first threshold value α and the second threshold value β used for the above determination may be set when the train information management device 11 is installed or the like. Under conditions where it is certain that neither equipment nor transmission line has abnormality or failure, for example, data of the same size is transmitted and received multiple times and measured, and the maximum value at this time is the first threshold value. It may be used as α or the second threshold β. The first threshold value α and the second threshold value β may be stored in the internal memory of the train information management device 11.

  However, the present invention is not limited to this, and without using the first threshold value α and the second threshold value β, time t1 from transmission of control command request data in each vehicle to reception of control command response data and train The time t2 from the transmission of the retry data in the information management apparatus 11 to the reception of the retry data may be continuously monitored to detect that an abnormality (or failure) is occurring from the time change. Thus, even without setting the threshold in advance, it is possible to detect a transient state leading to an abnormality (or failure).

  As described above, as described in the present embodiment, the case where abnormality (or failure) occurs only in the train information management device 21 and only the transmission line between the train information management device 11 and the train information management device 21 When an abnormality (or failure) occurs and when an abnormality (or failure) is occurring in both the train information management device 21 and the transmission line between the train information management device 11 and the train information management device 21 It is possible to determine that these are transient states leading to an abnormality (or failure). Therefore, it is possible to cope with it by replacement etc. in advance, and it is possible to avoid an abnormality (or failure) during traveling (during operation).

  Further, in the present embodiment, the train information management device 11 serves as a central management device, and similarly to the train information management device 21, transmits and receives data to and from the train information management devices 31 and 41 as well. The management device 11 can detect a transient state in which an abnormality (or failure) is occurring in each train information management device, and collectively manage it.

  Furthermore, by combining the present embodiment and the first embodiment, the train information management device 11 which is the central management device is not only the on-vehicle devices 12 and 13 of the vehicle 10 but also the train information management device 21 of the vehicle 20 and In-vehicle devices 22, 23, train information management device 31 and in-vehicle devices 32, 33 of vehicle 30, train information management device 41 of vehicle 40 and in-vehicle devices 42, 43 themselves or transmission lines between them are abnormal (or broken) Can be detected and managed collectively.

  The train information management apparatus of the present embodiment described above is a train information management apparatus which is a second train information management apparatus connected to the first train information management apparatus by a transmission line, and the second train The information management device transmits a processing request data to the first train information management device, and then generates a processing response generated after performing processing according to the processing request data from the first train information management device It is detected that a signal delay has occurred in either the first train information management device or the transmission line according to the time until data is received, and the first signal information is detected when the occurrence of the signal delay is detected. The first train information management from the first train information management device after transmitting the retry transmission data to the first train information management device and transmitting the retry transmission data to the first train information management device The device is By the time it takes to receive a retry receiving data transmitted immediately receives the trial transmission data, and identifies the location where the signal delay occurs.

  The train information management apparatus according to the present embodiment described above is a train information management apparatus which is a central train information management apparatus connected to a plurality of other train information management apparatuses by transmission lines, and the central train information The management device transmits processing request data to the other train information management device and receives processing response data generated after performing processing according to the processing request data from the other train information management device Detects the occurrence of a signal delay in any of the other train information management device and the transmission line according to the time until the occurrence of the signal delay, and detects the occurrence of the signal delay in the other train information management device Transmits retry transmission data to the other train information management device, and then transmits the retry transmission data from the other train information management device to the other train information management device. The location of the signal delay is identified according to the time from receipt of the data to receipt of the retry reception data immediately transmitted, and the central train information management device and the other train information management device The train information management device according to claim 1, wherein the central train information management device collectively manages information of the in-vehicle device connected to itself and the in-vehicle devices connected to the other train information management device. It is characterized by

  In the first and second embodiments, the train information management apparatus mounted on the train has been described. However, the present invention is not limited to this, and may be applied to other transportation devices and the like. Further, the present invention is not limited to transport equipment, and may be applied to equipment installed on the ground.

  Note that the present invention does not have a configuration that can switch to a system connected in parallel when a failure occurs as in a duplex system, but has a configuration that can switch when a failure occurs, as in a simplex system. Especially useful for systems that do not

  As described above, the train information management apparatus according to the present invention is useful for trains equipped with on-vehicle devices that should particularly avoid failure during operation.

  10, 20, 30, 40 vehicles, 11, 21, 31, 41 train information management devices, 12, 13, 22, 23, 32, 33, 42, 43 on-vehicle devices, S1 to S8, S9 a, S9 b, S10 to S14 , S15a, S15b, ST1 to ST8, ST9a, ST9b, ST10 to ST14, ST15a, ST15b.

Claims (4)

A train information management device connected to an on-vehicle device and a transmission line,
A first time from the transmission of processing request data to the in-vehicle device to the reception of processing response data generated by the in-vehicle device from the in-vehicle device after the processing according to the processing request data is performed. Clock time,
Using the first time, it is detected that a signal delay is caused due to a transient state leading to an abnormality or failure in which transmission and reception can not be performed in any of the in-vehicle device and the transmission line. A train information management device characterized by A train information management apparatus, which is a second train information management apparatus connected to a first train information management apparatus by a transmission line, comprising:
The second train information management device
After transmitting processing request data to the first train information management device, processing response data generated after the first train information management device performs processing according to the processing request data is transmitted to the first train Clocking a first time which is the time taken to receive from the information management device;
A signal delay is caused due to a transient state leading to an abnormality or failure in which transmission or reception can not be performed in any of the first train information management device and the transmission line using the first time. A train information management device characterized by detecting that. The second train information management device is a central management device, and is connected to the plurality of first train information management devices by the transmission line,
The second train information management device and the plurality of first train information management devices are respectively connected by an on-vehicle device and the transmission line,
A second time from the transmission of the processing request data to the in-vehicle device to the reception of the processing response data generated by the in-vehicle device after the processing according to the processing request data is received from the in-vehicle device Clock time,
Using the second time, it is detected that a signal delay is caused due to a transient state leading to an abnormality or failure in which transmission and reception can not be performed in any of the on-vehicle device and the transmission line,
The second train information management device includes the in-vehicle device connected to itself, the plurality of first train information management devices, and the plurality of first train information management devices. The train information management device according to claim 2, wherein information is collectively managed.   The train information management device according to claim 1 or 2, wherein it is determined that the signal delay is occurring when the first time is larger than a first threshold.

Images