JPH0519362B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention provides a system for detecting failures or abnormalities in various devices installed in a plurality of vehicles in a train.
The present invention relates to a train monitoring device that is equipped with a failure and abnormality simulating function in a train monitoring device that provides auxiliary information regarding operation after a failure or abnormality occurs, such as its content, location, first aid measures, etc.

[Conventional technology]

The conventional configuration of this device is shown in FIG. In this figure, . . . N indicates a train consisting of N cars, N is a leading car, and . . . is an intermediate car. 11, 21, 31...N1 are various vehicle devices installed in each vehicle, and their operating states must be constantly monitored. 12,
22, 32...N2 is the lead car and...
...The terminal station installed in N1 is designed to detect abnormal operation of each vehicle device 11, 21, 31...N1 for each vehicle, and when an abnormal operation is detected, the information is transmitted. Each of them has a built-in information transmission control section (not shown) for collecting information and transmitting it to a central station, which will be described later. 13 is a central station installed in the lead car, and a transmission line 5 is connected through all cars.
The abnormal operation information collected at each of these terminals 12 to N2 is transmitted to the central station 1 via a transmission line 5.
Collected in 3. 14 and N4 are display devices equipped with display CRTs installed in the lead car and N, respectively. According to the abnormal operation information, the content, location, first aid instructions, etc. are displayed, and the information is displayed to the crew. Driving assistance information will be provided.

The operation will be explained below. First, the operation when the vehicle device is in a normal operating state will be described. In FIG. 6, each terminal station 12, 22, 32...N2, which is a secondary station of the transmission system, represents each vehicle device 1.
1, 21, 31...N1 operation information is collected and monitored for failures and abnormalities, and these results are used as request signals 1R to NR ( The information signals 1D to ND (indicated by dashed lines in the figure) are transmitted to the central station 13 in accordance with the information signals 1D to ND (indicated by dashed lines in the figure). This series of operations is sequentially performed for each terminal station 12 to N2, and based on the information thus collected at the central station 13, the operational status of the vehicle devices 11 to N1 can be known. Note that the central office 13 is equipped with a volatile memory (not shown), and the transmitted information is stored in this.

Next, the operation when a failure or abnormal operation occurs in the vehicle device will be explained. In Figure 7,
For example, when a failure occurs in the train vehicle equipment 21, the terminal station 22 receives the request signal 2R from the central station 13.
Detection of the occurrence of a failure is notified to the central station 13 by an information signal 2D. The central station 13 determines the details of the failure and instructs the display devices 14 and N4 to display the failure using display signals 1I and N (indicated by two-dot chain lines in the figure). Display 14 and N4
displays on the CRT in response to instructions from the central station 13. An example of the display is shown in FIG.

In FIG. 8, for example, when any of the terminal stations 12 to N2 detects the occurrence of a failure in the chopper control device (not particularly shown) in the rolling stock, a failure occurs in the train composition as shown in a of FIG. The location is displayed as A-1, followed by the type of failure as A-2, and the first aid instructions to the driver for that failure as A-.
I will guide you in 3. The driver carries out processing based on A-2 and A-3. Then, by implementing the treatment, the result of the treatment is A-
4 is displayed, and driving precautions A-5 regarding resuming operation after treatment are also displayed. In this way, the display 14 and N
4.

The details of the processing will be explained in detail below. The terminal stations 12 to N2 have the same configuration, and FIG. 9 shows the content processing structure thereof. In the figure, the terminal station is represented by 200. 201 is an information input section, 202 is a memory, 203 is an input information processing section 204, and memory 205 is an information transmission control section. Also, in Figures 10, 11, and 12,
Processing flowcharts of the information input section 201, input information processing section 203, and information transmission control section 205 are shown, respectively. First, the operation of the information input unit 201 will be explained with reference to FIGS. 9 and 10. In step (1) in FIG. 10, the operation information signal T1 from the vehicle device (not shown) is read, and in step (2) Then, the output signal T2 is stored in the memory 202, and these steps are repeated. Next, the operation of the input information processing section 203 will be explained with reference to FIGS. 9 and 11. In step (3) in FIG. 11, the operation information T3 stored in the memory 202 is read out, and in step (4), It is determined whether a failure or abnormality has occurred based on the operation information T3, and in step (5), if there is no failure or abnormality, the process returns to step (3), and if a failure or abnormality has occurred, the process moves to step (6). , memory 204 in step (6)
The contents are stored as signal T4, and then the process returns to step (3). Next, the operation of the information transmission control section 205 will be explained with reference to FIGS. 9 and 12. In step (7), the failure/abnormality signal T5, which is the content of the memory 204, is read, and in step (8),
In response to a request from the central station 13, this is transmitted as a failure/abnormality signal T6. and central station 13
Based on this, a display command is given to the display devices 14 and N4.

By the way, if a conventional device is used to provide driving training for crew members in the event of a failure or abnormality, it is necessary to externally input a simulated failure or abnormality signal to each terminal station 12 to N2. There is,
Therefore, as shown in FIG. 13, for example, a simulated failure generation device 6 for performing this is connected to a desired terminal station (for example, in FIG. 13, the vehicle device 21 side of the vehicle terminal station 22). was.

[Problem that the invention seeks to solve]

As mentioned above, with conventional train monitoring devices, when trying to train train crews to provide operation in the event of a failure or abnormality, each terminal station 12, 22, 3
2... Simulated failure generation device 6 from outside for N2
In addition, when doing this for each vehicle, it is necessary to move the simulated failure generating device 6, which poses a problem in that the longer the train is, the more complicated the work becomes.

This invention was made in order to solve the above-mentioned problems, and it eliminates the need for a simulated failure generating device, and also provides a train monitoring device that enables driving training in the event of a failure or abnormality with simple operation. The purpose is to obtain.

[Means for solving problems]

In this invention, in addition to the functions of the conventional train monitoring device, each terminal station has a simulating failure generating section that has a function of simulating failures and abnormal operations, and this is activated only when necessary by a command from the central station. It was designed so that

[Effect]

In the train monitoring device according to the present invention, the simulated failure generation function, that is, the simulated failure generation unit provided in each terminal station, is activated by the central station via the transmission line, and the terminal stations, based on the activation command,
Failures and abnormal operations are simulated internally regardless of the operating state of the vehicle device, detected and processed by the input information processing unit in the terminal station, and transmitted from the information transmission control unit to the central station.

〔Example〕

An embodiment of the train monitoring device of the present invention will be described below. FIG. 1 shows the internal processing structure of a terminal station 200a according to the present invention. The difference from the internal processing structure of the conventional terminal station 200 shown in FIG. 9 is that a simulated failure generation unit 206 that generates simulated failure signals indicating the occurrence of various failures or abnormalities is provided in the information input unit 201a. be. This simulated failure signal is stored in the memory 202 regardless of the operation information signal T1 read into the information input section 201a from the vehicle device. Further, a signal indicated by T7 inputted to the simulated failure generation section 206 indicates a start command signal sent to the simulated failure generation section 206 from a central office (not shown), which will be described later. This activation command signal T7 also specifies the details of the failure or abnormality. Other parts are the same as the conventional one. Further, FIG. 2 shows a processing flowchart of the information input section 201a of FIG. 1. Therefore, the operation of the terminal station 200a will be explained first. To explain the operation of the information input unit 201a from FIGS. 1 and 2, first, in step (1) in FIG. 2, an operation information signal T1 from a vehicle device (not shown) is read, and in step (2) The output signal T20 is stored in the memory 202, and these steps are repeated. However, at this time, if the activation command signal T7 is generated from the central station to the simulated fault generating section 206 in step (9), the OR condition with the simulated fault signal generated from the simulated fault generating section 206 is set accordingly. The data is stored in the memory 202 by the following steps. The following operations of the input information processing section 203 and the information transmission section 205 are the same as those of the conventional system explained with reference to FIGS. 9, 11, and 12. Therefore, if the activation command signal T7 is generated from the central station to the simulated failure generation section 306 in the information input section 201a,
Regardless of the operation information signal T1 from the vehicle device,
A simulated failure signal of a specified failure or abnormality is stored in the memory 202, and this is input to the input information processing unit 20.
3 and is transmitted from the information transmission control unit 205 to the central office.

Further, FIG. 3 shows the entire train monitoring device according to the present invention. The difference from the conventional device shown in Fig. 5 is that the leading vehicle, N
and intermediate cars, . . . , terminal stations 12a, 22a, 32a, . . ., provided in each vehicle.
2a has the processing structure explained in FIG. 1 and FIG. 2, and the central station 13a has the processing structure explained in FIG. 1 and FIG. A setting unit 130 for sending a start command signal T7, which is shown to be sent to the terminal station 22a of the intermediate vehicle.
The other parts are the same as the conventional one. The setting unit 130 is composed of a digital switch or the like, and is configured to be able to specify which vehicle should have which failure or abnormality simulated by operating the switch. Therefore, first set the vehicle number in the train formation in which the vehicle device on which you want to cause a simulated failure is installed, and then set the vehicle number at the terminal station 12.
After setting the simulated failure number that is associated in advance with the simulated failure signal of the simulated failure generation part in a to N2a, the simulated failure signal of the specified failure is generated in the simulated failure generation part of the specified vehicle. A start command signal T7 is generated. As a result, the simulated failure occurrence part in the relevant vehicle can be identified as shown in Figures 1 and 2.
The operation explained in the figure is performed, and the failure/abnormality signal T6 is transferred from the terminal station to the central station 13, and this is displayed on the display devices 14 and N4 as shown in FIG.

In the above embodiment, the simulated failure generation section 206 was provided in the information input section 201a as shown in FIG. 1, but as shown in FIG.
The simulated failure generating section 206 may be provided independently in 00b. In this case, the information input section 20
1 and the memory 202, the operation information signal T2 from the information input section 201 and the simulated fault signal T21 from the simulated fault generating section 206 are input, and these
It is sufficient to provide an OR gate 207 that generates the output signal T22 in the memory 202 under OR conditions. As a result, the operation information signal T2 and the simulated failure signal T21 are
It is irrelevant and will be stored in the memory 202.

〔Effect of the invention〕

As described above, according to the present invention, a simulating failure generating section, which is a function of simulating failures and abnormal operations of each vehicle device, is added in each terminal station of each vehicle, and the function is activated by commands from the central station using transmission. Since it is activated, an external simulated failure generating device is not required for train crew driving training using the train monitoring device, and it is possible to easily and arbitrarily generate a simulated failure from one location on the train. This makes it easy to conduct driving training for crew members using actual vehicles. Furthermore, it is possible to simultaneously test the own failure/abnormality detection function.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the internal processing structure of a terminal station in an embodiment of the train monitoring device according to the present invention, FIG. 2 is a processing flowchart of the information input section in the terminal station, and FIG. FIG. 4 is a block diagram showing the internal processing structure of a terminal station in another embodiment of the invention, and FIG. FIGS. 6 and 7 are block diagrams showing the entire device; FIGS. 6 and 7 are block diagrams for explaining the operation of the train monitoring device shown in FIG. 5; FIG. 9 is a block diagram showing the internal processing structure of the terminal station of the train monitoring device shown in FIG. 5, and FIG.
Processing flowchart of the information input section in the figure, 1st
1 is a processing flowchart of the input information processing section in FIG. 9, FIG. 12 is a processing flowchart of the information transmission control section in FIG. 9, and FIG. 13 is a processing flowchart of the input information processing section in FIG.
FIG. 3 is a block diagram for explaining when a simulated failure occurs in the train monitoring device shown in the figure. In the figure, 5 is a transmission path, 11 to N1 are vehicle devices, 12a to N2a are terminal stations, 13a is a central station,
130 is a setting section, 14 and N4 are indicators, 200a
200b is a terminal station, 201a is an information input unit, 2
02 is a memory, 203 is an input information processing unit, 204
205 is a memory, 205 is an information transmission control section, 206 is a simulated failure generation section, and 207 is an OR gate. In addition, in the figures, the same reference numerals indicate the same or corresponding parts.

Claims (1)

[Claims] 1. A plurality of terminal stations 12a to N2a and a central station 13
a, and display devices 14 and N4, the terminal stations 12a to N2a have a simulated accident information generation unit 206, are installed in each of a plurality of cars in a train formation, and are installed in each car of a plurality of cars in a train formation. The central station 13a has a setting unit 130, is mounted on a specific vehicle, is connected to each terminal station 12a to N2a, and manages its operation. , the setting unit 130 controls the activation and operation of the simulated accident information generating unit 206 of each terminal station 12a to N2a, and the display unit 14, N4 is installed in the vehicle in which the crew member is riding. A train monitoring device that displays predetermined information under the control of the central station 13a.