JP7094621B2 - Freight train freight car information communication system and locomotive unit - Google Patents

Description

The present invention relates to a communication system for freight car information and a locomotive unit of a freight train in which a plurality of freight cars are connected to the locomotive.

As an inter-vehicle network of trains in which a plurality of vehicles are connected to each other, a communication system that aggregates data collected by each vehicle into a host device by wireless communication is known (see, for example, Patent Document 1). In the train monitoring system of Patent Document 1, each vehicle is equipped with a slave station that detects an abnormality in the bogie or track from the information detected by each sensor installed in the bogie of each vehicle, and is connected to each substation by a wireless multi-hop network. The main station will be installed in the leading car. The abnormality information detected by the slave station is aggregated in the main station via a plurality of slave stations in order.

Japanese Unexamined Patent Publication No. 2017-154642

However, in the case of a train that frequently changes trains at an intermediate station on the route, such as a freight train in which freight cars with different destinations are mixed and connected, it is necessary to update the wireless multi-hop network every time the train train is changed. Since it is necessary to re-acknowledge the communication addresses of the main station and the sub-station, the work for reconstructing an appropriate network becomes complicated. Further, in multi-hop communication, for example, when an abnormality is detected in the slave station of the last vehicle, the abnormality information is transmitted to the main station of the leading vehicle via all the slave stations in the middle in order, so that the main station It takes time to receive the abnormality information. In particular, when the number of connected trains (number of freight cars) is large, such as freight trains, the number of subordinate stations also increases, so communication delays become noticeable.

Therefore, an object of the present invention is to provide a configuration in which a freight train whose formation is frequently changed can easily distinguish between a freight car connected to its own vehicle and a freight car connected to another locomotive and can perform wireless communication quickly. do.

The freight car information communication system of a freight train according to one aspect of the present invention is a freight car information communication system of a freight train in which a plurality of freight cars are connected to a locomotive, and includes a locomotive unit mounted on the locomotive and a locomotive unit mounted on the locomotive. A freight car unit is provided with a server that communicates with the freight car unit, and the server or the freight car unit receives a knitting information receiver including a correspondence relationship between a connection position of a plurality of freight cars and a freight car number, and the above-mentioned. The freight car ID and the connection position based on the information received by the ID correspondence receiver that receives the ID correspondence information including the correspondence between the freight car number and the freight car ID, and the organization information receiver and the ID correspondence receiver. The locomotive unit has an ID formation recognizer that recognizes the freight car ID of the freight car connected to the locomotive, and the locomotive unit has the freight car ID recognized by the ID formation recognizer. Has a freight wagon radio communicator that wirelessly transmits its own freight wagon ID to the destination.

The locomotive unit according to one aspect of the present invention is a locomotive unit mounted on the locomotive, which is used for a communication system of freight car information of a freight train in which a plurality of freight cars are connected to the locomotive. An organization information receiver that receives organization information including the correspondence between the freight car connection position and the freight car number, and an ID correspondence receiver that receives ID correspondence information including the correspondence between the freight car number and the freight car ID. , ID organization that obtains the correspondence between the freight car ID and the connection position based on the information received by the organization information receiver and the ID correspondence receiver, and recognizes the freight car ID of the freight car connected to the locomotive. It has a recognizer and a locomotive radio communication device that wirelessly transmits its own locomotive ID to the freight car ID recognized by the ID formation recognizer.

According to each of the above configurations, information on the correspondence between the freight car ID used as the destination of wireless communication and the freight car number, which is the unique information of the freight car, is prepared in advance, and the existing freight train formation information is used. By collating the information with each other, the freight car ID of the freight car connected to the own car (locomotive) can be easily and quickly recognized in the freight train whose formation is frequently changed. Therefore, the locomotive wireless communication device can notify the locomotive ID of the locomotive only to the freight car connected to the locomotive (own vehicle) on which the locomotive is mounted. Therefore, the freight car connected to the own vehicle and the freight car connected to another locomotive can be easily distinguished and quickly wirelessly communicated.

According to the present invention, in a freight train whose formation is frequently changed, it is possible to provide a configuration capable of quickly distinguishing between a freight car connected to its own vehicle and a freight car connected to another locomotive and quickly wirelessly communicating with each other. ..

It is a schematic diagram of the freight car information communication system which concerns on embodiment. It is a block diagram of the freight car information communication system shown in FIG. It is a schematic diagram at the time of derailment detection of the freight car information communication system shown in FIG. It is a flowchart explaining the process in the locomotive unit of the freight car information communication system shown in FIG. It is a flowchart explaining the process at the time of derailment detection in the locomotive unit of the freight car information communication system shown in FIG. It is a flowchart explaining the process in the freight car radio communication system of the freight car information communication system shown in FIG. It is a schematic diagram of the freight car information communication system of a modification. It is a block diagram of the freight car information communication system shown in FIG. 7.

Hereinafter, embodiments will be described with reference to the drawings.

FIG. 1 is a schematic diagram of a freight car information communication system 10 according to an embodiment. As shown in FIG. 1, the freight train 1 includes a locomotive 2 and a plurality of freight cars 3A to C connected in series with the locomotive 2. Although only three freight cars 3A to C are shown in FIG. 1 for simplification, in general, a large number (for example, 20 or more) freight cars are connected to the locomotive 2 of the freight train 1. Then, when the freight train 1 operates for a long distance, in order to efficiently combine freight cars so that the distribution cost is minimized, freight cars with different destinations can be separated at intermediate stations, or new freight cars can be installed at intermediate stations. Freight cars are reconnected by merging and connecting. Therefore, train formations are frequently changed at stations along the way.

FIG. 2 is a block diagram of the freight car information communication system 10 shown in FIG. As shown in FIGS. 1 and 2, the freight car information communication system 10 includes a server 11, a locomotive unit 12, and freight car radio communication systems 13A to C. The server 11 is communicably connected to the locomotive unit 12 via a network N (for example, the Internet). The server 11 stores in advance ID correspondence information having a correspondence relationship between the vehicle number which is a unique number of each vehicle and the vehicle ID which is the communication ID information of each vehicle. The server 11 stores not only the ID correspondence-related information of the freight train 1 but also the ID correspondence-related information of other freight trains in advance.

The vehicle number includes a locomotive number which is a unique number of the locomotive 2 and a freight car number which is a unique number of the freight cars 3A to C. The vehicle IDs are the locomotive ID (“M0” in FIG. 1), which is the communication ID information of the locomotive unit 12 mounted on the locomotive 2, and the freight car radio communication devices 13A mounted on the freight cars 3A to C. It includes a freight car ID (“M1 to Mn” in FIG. 1) which is ID information for communication of to C. The server 11 transmits this ID correspondence information to the locomotive unit 12 via the network N.

The existing operation management system provided at the command center 14 that manages the operation of each freight train including the freight train 1 is communicably connected to the network N. The operation management system plans the formation of each freight train based on a program that optimizes the combination of freight cars so that the requirements such as the departure station / destination station of each freight car and the delivery date are achieved and the distribution efficiency is maximized. Is being created.

That is, the operation management system of the command center 14 has a connection position in each organization of each vehicle (including locomotive 2 and freight cars 3A to C) and a vehicle number (locomotive number and freight car number) of each vehicle. It has each organization information including correspondence. The command center 14 extracts the formation information as the freight train 1 from the respective formation information and transmits it to the locomotive unit 12 via the network N. The connection position means the connection order from the leading vehicle in one train. For example, if the connection position of the locomotive 2 is "0", the connection position of the first freight car directly connected to the locomotive 2 is used. It is set to "1", and the connecting position of the second freight car connected to the first freight car is set to "2".

The locomotive unit 12 is a gateway between communication to the freight car radio communication devices 13A to C and communication via the network N. The locomotive unit 12 includes a locomotive information receiving unit 21, an ID correspondence receiving unit 22, an ID organization recognition unit 23, a calculation unit 24, a locomotive radio communication unit 25, and a state output unit 26. The formation information receiving unit 21 receives the formation information of the freight train 1 (correspondence between the connection position and the vehicle number) from the operation management system of the command center 14. The ID correspondence receiving unit 22 receives the ID correspondence information (correspondence between the vehicle number and the vehicle ID) from the server 11.

The ID formation recognition unit 23 together with the freight car ID of the freight train 1 of the own train based on the formation information of the freight train 1 received by the formation information receiving unit 21 and the ID correspondence-related information received by the ID correspondence receiving unit 22. , The correspondence table X between the connection position of the freight car corresponding to the freight car ID and the freight car number of the freight car corresponding to the freight car ID is obtained, and the freight cars 3A to C connected to the locomotive 2 of the freight train 1 are obtained. Recognize the freight car ID of.

The calculation unit 24 commands the locomotive wireless communication unit 25 to perform wireless communication using the freight car ID of the train organization recognized by the ID organization recognition unit 23, and states the state information received by the locomotive wireless communication unit 25. An output command is given to the output unit 26. The locomotive wireless communication unit 25 stores a locomotive ID, which is ID information for its own communication, and a freight car ID (that is, a freight car) recognized by the ID organization recognition unit 23 for a request signal including the locomotive ID. 3A to C freight car wireless communication devices 13A to C freight car IDs) are used as destinations for wireless transmission. Further, the locomotive radio communication unit 25 receives a signal from the freight car radio communication devices 13A to C including status information regarding the abnormality or normality of the freight cars 3A to C.

The freight car wireless communication devices 13A to C are mounted on the freight cars 3A to C, respectively. A detector capable of detecting whether the freight cars 3A to C on which the freight cars 3A to C are mounted is normal or abnormal is connected to the freight car wireless communication devices 13A to C. In the present embodiment, as an example, the hand brake state detectors 28A to C and the derailment detectors 29A to C are connected to the freight car radio communication devices 13A to C.

The handbrake state detectors 28A to C detect whether the handbrake (not shown) of the freight cars 3A to C on which the handbrake is mounted is loose or non-relaxed. For example, the handbrake state detectors 28A to C can use a proximity switch that is turned on when the handbrake is in the relaxed position and turned off when the handbrake is in the non-relaxed position.

The derailment detectors 29A to C detect that the freight car on which the derailment detectors are mounted has derailed. For example, the derailment detectors 29A to C can use, for example, a method of determining that the derailment has occurred when the vertical vibration acceleration pattern of the freight cars 3A to C different from the normal running time is detected.
The freight car wireless communication devices 13A to C communicate with the handbrake state (relaxed or non-relaxed) detected by the handbrake state detectors 28A to C as response signals to the request signal from the locomotive radio communication unit 25. The state information including the state (normal or abnormal) of the devices 13A to C itself is wirelessly transmitted to the locomotive ID of the locomotive radio communication unit 25 as a destination. As the wireless system of the locomotive wireless communication unit 25 and the freight car wireless communication devices 13A to C, for example, an LPWA (Low Power Wide Area) capable of bidirectional communication can be used.

FIG. 3 is a schematic diagram of the freight car information communication system 10 shown in FIG. 1 at the time of derailment detection. As shown in FIG. 3, the freight car radio communication devices 13A to C broadcast the derailment detection signal when the derailment detectors 29A to C detect the derailment. The derailment detection signal includes the freight car ID of the source and the derailment occurrence information. For example, when a derailment occurs in the freight car 3B of the freight train 1, the freight car radio communication device 13B broadcasts the derailment detection signal triggered by the derailment detection by the derailment detector 29B mounted on the freight car 3B. Then, the locomotive unit 12 of the locomotive 2 to which the freight car 3B is connected receives the derailment detection signal, and the locomotive of another nearby freight train 5 traveling in the radio communication area of the freight car radio communication device 13B. The locomotive unit 16 mounted on the vehicle 6 also receives the derailment detection signal. The freight train 5 is provided with the same freight car information communication system as the freight train 1.

The locomotive unit 12 collates the source freight car ID (“M2” in FIG. 3) included in the received derailment detection signal with the correspondence table X recognized by the ID organization recognition unit 23, so that the locomotive unit 12 of the own train It can be grasped that it is a derailment of the freight car 3B. On the other hand, the locomotive unit 16 collates the source freight car ID (“M2” in FIG. 3) included in the received derailment detection signal with the correspondence table Y of the own train, thereby derailing the freight car of the own train 5. It can be grasped that it is a derailment of another nearby train 1.

FIG. 4 is a flowchart illustrating processing in the locomotive unit 12 of the freight car information communication system 10 shown in FIG. The sequence of FIG. 4 is carried out before the departure of each station on the service line. Hereinafter, description will be made along the flow of FIG. 4 with reference to FIGS. 1 and 2 as appropriate. First, the locomotive unit 12 determines whether the current station to be departed is the first departure station on the service line or the intermediate station between the departure station and the terminal station (step S1). When the locomotive unit 12 determines that the current station is not the departure station or the intermediate station (that is, the terminal station) (step S1: N), the locomotive unit 12 ends the sequence. When it is determined that the current station is a departure station or an intermediate station (step S1: Y), the locomotive unit 12 requests the command center 14 to transmit the formation information (connection position and vehicle number) of the freight train 1. (Step S2).

Next, the locomotive unit 12 requests the server 11 to transmit ID correspondence-related information (vehicle ID and vehicle number) (step S3). The locomotive unit 12 that has received the formation information and the ID correspondence relation information creates the ID correspondence relation table X regarding the formation information described above (step S4). Next, the locomotive unit 12 determines whether or not the departure preparation completion is input (step S5). When the completion of departure preparation is input from the driver or the like (step S5: Y), the locomotive unit 12 notifies the locomotive ID (= M1) of the freight car 3A at the head of the freight train 1 to the locomotive ID. A request signal for inquiring about the state of the freight car 3A (normal operation and release of the hand brake) is transmitted to the freight car ID (= M1) (steps S6 and 7).

The locomotive unit 12 receives a response signal from the freight car radio communication device 13A that has received the request signal, and indicates whether the information on the operating state of the freight car radio communication device 13A included in the response signal indicates normality or abnormality. (Step S8). When it is determined that the freight car wireless communication device 13A is abnormal (step S8: N), the abnormal freight car number is recorded (step S9). On the other hand, when it is determined that the freight car radio communication device 13A is normal (step S8: Y), whether the information on the hand brake state of the freight car 3A included in the response signal indicates relaxation or non-relaxation. Is determined (step S10).

When it is determined that the handbrake of the freight car 3A is inflexible (step S10: N), the freight car number of the handbrake inflexible is recorded (step S11). On the other hand, when it is determined that the hand brake of the freight car 3A is loose (step S10: Y), the freight car ID is updated to the freight car ID (= M2) of the next connected freight car 3B (step S12), and the freight train 1 It is determined whether or not the communication with the freight car IDs of all the freight cars in the above is completed (step S13). When it is determined that the communication with the freight car IDs of all the freight trains in the freight train 1 has not been completed (step S13: N), the process returns to step S7. When it is determined that the communication with the freight car IDs of all the freight trains in the freight train 1 has been completed (step S13: Y), whether or not the freight car radio communication devices 13A to 13C of all the freight cars are normal and the hand brake is released. (Step S14).

When it is determined that at least one freight car radio communication device is abnormal (step S14: N), the command center 14 is instructed to replace the freight car (step S15), and it is determined that at least one hand brake is inflexible. Then (step S14: N), the handbrake is instructed to be released (step S15), and the process returns to step S5. The instruction to the command center 14 (step S15) is when it is determined in step S8 that the freight car radio communication device 13A is abnormal, and in step S10 it is determined that the hand brake of the freight car 3A is inflexible. When it happens, it may be executed immediately.

FIG. 5 is a flowchart illustrating a process at the time of derailment detection in the locomotive unit 12 of the freight car information communication system 10 shown in FIG. The sequence of FIG. 5 is continuously carried out from the departure of the freight train 1 from the first departure station on the service line to the arrival at the terminal station. Hereinafter, description will be made along the flow of FIG. 5 with reference to FIGS. 1 and 2 as appropriate. The locomotive unit 12 determines whether or not the derailment detection signal has been received (step S21). When it is determined that the locomotive unit 12 has received the derailment detection signal (step S21: Y), the freight car ID included in the derailment detection signal is collated with the correspondence table X, and the freight car ID is the own train (freight train). It is determined whether or not the freight car ID is 1) (step S22).

When it is determined that the freight car ID belongs to the own train (step S22: Y), the locomotive unit 12 issues an emergency stop notification urging the freight train 1 to stop immediately (step S23). On the other hand, if it is determined that the freight car ID is not that of the own train, that is, that of another nearby train (step S22: N), the locomotive unit 12 has a lower degree of urgency than the emergency stop notification. An emergency stop is issued (step S24). Next, it is determined whether or not the freight train 1 has reached the terminal station (step S25). When it is determined that the terminal station has not been reached (step S25: N), the process returns to step S21, and when it is determined that the terminal station has been reached (step S25: Y), the process ends.

FIG. 6 is a flowchart illustrating processing in the freight car wireless communication devices 13A to C of the freight car information communication system 10 shown in FIG. 1. The sequence of FIG. 6 is continuously carried out from the departure of the freight train 1 from the first departure station on the service line to the arrival at the terminal station. Hereinafter, description will be made along the flow of FIG. 6 with reference to FIGS. 1 and 2 as appropriate. The freight car wireless communication devices 13A to 13C determine whether or not the locomotive unit 12 has received the locomotive ID notification and the status inquiry request signal (step S31). When the locomotive ID is notified and it is determined that the request signal for the status inquiry is received (step S31: Y), the freight car radio communication devices 13A to C record the locomotive ID (step S32), and the freight car radio communication device The states of 13A to C are diagnosed (step S33), and the handbrake state is confirmed using the handbrake state detectors 28A to C (step S34).

Next, the freight car radio communication devices 13A to C transmit the state (normal / abnormal) of the freight car radio communication devices 13A to C and the state of the hand brake to the locomotive ID of the locomotive unit 12 of the own train (step). S35). For example, in the freight car radio communication devices 13A to C, when the handbrake state detectors 28A to C of the corresponding freight cars 3A to C detect the looseness of the handbrake, the locomotive ID of the locomotive unit 12 of the own train is addressed. Sends an inflexible signal as.

Next, it is determined whether or not the traveling speed is not zero, that is, whether or not the vehicle is traveling (step S36), and when it is determined that the traveling speed is zero (step S36: N), the process returns to step S31 and the vehicle travels. When it is determined that the speed is not zero (step S36: Y), derailment monitoring is performed using the derailment detectors 29A to C (step S38). When it is determined that the derailment has not occurred (step S39: Y), the process returns to step S31. When it is determined that the derailment has occurred (step S39: N), the freight car radio communication devices 13A to 13C of the derailed freight car issue a derailment detection signal by broadcasting (step S40).

According to the configuration described above, the information on the correspondence between the freight car ID used as the destination of the wireless communication and the freight car number which is the unique information of the freight cars 3A to 3C is prepared in advance, and the freight train already exists. By collating each other's information using the formation information, the freight car IDs of the freight cars 3A to C connected to the own vehicle (locomotive 2) can be easily and quickly recognized in the freight train 1 whose formation is frequently changed. .. Therefore, the locomotive unit 12 can notify the locomotive ID of the locomotive only to the freight cars 3A to C connected to the locomotive 2 (own vehicle) on which the locomotive unit 12 is mounted. Therefore, the freight cars 3A to C connected to the own vehicle and the freight cars connected to other locomotives can be easily distinguished and quickly wirelessly communicated.

Further, the non-relaxation information of the hand brakes of the freight cars 3A to C can be transmitted only to the locomotive unit 12 of the locomotive 2 to which the freight cars 3A to C are connected, and to other locomotives in the wireless communication area. Since it is not necessary to transmit by mistake, it is possible to accurately perform the work of resolving the inactive state of the hand brake. Further, the derailment information of the freight cars 3A to C can be transmitted to the locomotive unit 16 of the other locomotive 6 in the wireless communication area other than the locomotive 2 to which the freight cars 3A to C are connected, and the derailment can be dealt with. Appropriate measures can be taken.

FIG. 7 is a schematic diagram of a freight car information communication system 110 of a modified example. FIG. 8 is a block diagram of the freight car information communication system 110 shown in FIG. 7. The same reference numerals are given to the configurations common to the above-described embodiments, and the description thereof will be omitted. As shown in FIGS. 7 and 8, in the freight car information communication system 110 of this modification, the ID organization recognition unit 23 is not in the locomotive unit 112 but in the server 111. The server 111 receives the organization information (correspondence between the connection position and the vehicle number) from the command center 14, and receives the ID correspondence information (correspondence between the vehicle number and the vehicle ID) from the database 119 (for example, the cloud).

The server 111 includes an organization information receiving unit 21, an ID correspondence receiving unit 22, and an ID organization recognition unit 23 instead of the locomotive unit 112. The ID organization recognition unit 23 of the server 111 performs an operation to obtain a correspondence table X between the freight car ID, the connection position of the freight car corresponding to the freight car ID, and the freight car number of the freight car corresponding to the freight car ID. The correspondence table X is transmitted to the locomotive unit 112. According to such a configuration, the same effect as that of the above-described embodiment can be obtained, and the calculation load of the locomotive unit 112 can be reduced. Since other configurations are the same as those of the above-described embodiment, the description thereof will be omitted.

If the total length of the freight train is long enough to exceed the communication area of the locomotive radio communication device and the freight car radio communication device, an intermediate locomotive is placed at the intermediate position of the train, and the leading locomotive is from the leading locomotive to the intermediate engine. The locomotives up to the car may be managed, and the intermediate locomotive may manage the locomotives after the intermediate locomotive and transfer the data to the leading locomotive.

1,5 Freight trains 2,6 Locomotives 3A-C, 7A-C Freight cars 10,110 Freight car information communication system 11,111 Servers 12,16,112 Locomotive units 13A-C, 17A-C Freight car radio communication system 21 formation Information receiver (organization information receiver)
22 ID correspondence receiver (ID correspondence receiver)
23 ID organization recognition unit (ID organization recognizer)
25 Locomotive wireless communication unit (locomotive wireless communication device)
28A-C Hand brake status detector 29A-C Derailment detector

Claims (8)

It is a communication system for freight car information of freight trains in which multiple freight cars are connected to a locomotive.
The locomotive unit mounted on the locomotive and
A server that communicates with the locomotive unit is provided.
The server or the locomotive unit
An organization information receiver that receives organization information including the correspondence between the connection positions of the plurality of freight cars and the freight car numbers from the operation management system .
An ID correspondence receiver that receives ID correspondence information including the correspondence between the freight car number and the freight car ID from a device different from the operation management system .
ID formation recognition that recognizes the freight car ID of the freight car connected to the locomotive by obtaining the correspondence between the freight car ID and the connection position based on the information received by the formation information receiver and the ID correspondence receiver. With a vessel,
The locomotive unit is a freight train information communication system having a locomotive wireless communication device that wirelessly transmits its own locomotive ID to the freight car ID recognized by the ID organization recognizer. The freight car information communication system according to claim 1, wherein the locomotive wireless communication device receives state information regarding an abnormality or normality of the freight car corresponding to the freight car ID. The freight car information communication system according to claim 2, wherein the state information includes information on the non-relaxation or relaxation of the hand brake of the freight car. The freight car information communication system according to claim 2 or 3, wherein the state information includes information regarding the presence or absence of derailment of the freight car. The freight car information communication system according to any one of claims 1 to 4, further comprising a freight car radio communication system mounted on the freight car and having the freight car ID. The freight train according to claim 5, wherein when the handbrake state detector of the freight car corresponding to the freight car radio communicator detects the non-relaxation of the handbrake, the freight car radio communication device transmits an inactivation signal to the locomotive ID as a destination. Freight car information communication system. When the derailment detector of the freight car corresponding to the freight car wireless communication device detects the derailment, the freight car radio communication device broadcasts a derailment detection signal .
When the locomotive unit receives the derailment detection signal, the freight car ID of the source included in the derailment detection signal is the corresponding relationship between the freight car ID recognized by the ID organization recognizer and the connection position. The freight car information communication system of the freight train according to claim 5 or 6, which determines whether or not the freight car of the own train is derailed by collating with . It is a locomotive unit mounted on the locomotive, which is used for a communication system of freight car information of a freight train in which a plurality of freight cars are connected to the locomotive.
An organization information receiver that receives organization information including the correspondence between the connection positions of the plurality of freight cars and the freight car numbers from the operation management system .
An ID correspondence receiver that receives ID correspondence information including the correspondence between the freight car number and the freight car ID from a device different from the operation management system .
ID formation recognition that recognizes the freight car ID of the freight car connected to the locomotive by obtaining the correspondence between the freight car ID and the connection position based on the information received by the formation information receiver and the ID correspondence receiver. With a vessel
A locomotive unit having a locomotive wireless communication device that wirelessly transmits its own locomotive ID to the freight car ID recognized by the ID organization recognizer.

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