JPH0538005A - Operating method of automatic operating unit for rolling stock - Google Patents

Abstract

PURPOSE:To sustain operation by interconnecting automatic operating units, safety units and central units mounted on head and tail vehicles and substitution the units mounted on the tail vehicle for the units mounted on the head vehicle upon failure thereof. CONSTITUTION:Identical automatic operating units 7, 8, safety units 5, 6, and central monitoring units 11, 12 therefor are mounted, respectively, on a head vehicle C1 and a tail vehicle CN. The units are interconnected through data transmission lines 10, 15-18 including a transmitting/receiving interface 9. When the rolling stock moves as shown by an arrow, operational data are constantly delivered from the automatic operation unit 7 and the safety unit 5 mounted on the head vehicle C1 to the automatic operation unit 8 and the safety unit 6 mounted on the tail vehicle CN.Upon detection of abnormality in the unit 7 or 5 of the head vehicle C1, the central unit interrupt; transmission of data and substitute the units 8 or 6 of the tail vehicle CN for the unit 7 or 5 of the head vehicle C1. Consequently, the system function is prevented from interrupting resulting in enhancement of reliability.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for operating a railroad vehicle automatic driving device, which is provided with an automatic driving device, a safety device, and a central device for monitoring and controlling the leading and trailing cars respectively.

[0002]

2. Description of the Related Art First, a conventional railway vehicle automatic driving system will be described with reference to FIG.

The railway vehicle automatic driving apparatus shown in FIG. 8 operates a train in which N vehicles from the first car C1 to the second car C2, the third car C3, ... For this reason, the monitor central device 1 is installed in the first car C1.
However, the monitor central device 2 is mounted on the car N CN, respectively. A security device 5 and an automatic operation device 7 are connected to the monitor central device 1, and similarly, a security device 6 and an automatic operation device 8 are connected to the monitor central device 2.
The security devices 5 and 6 include an automatic train control device (ATC) and an automatic train stop device (ATS), and the automatic driving devices 7 and 8 are devices that perform automatic train operation from start to stop ( ATO). Monitor central unit 1,
2 checks whether the security devices 5 and 6 and the automatic driving devices 7 and 8 are operating normally and confirms the operating state. The two monitor central units 1 and 2 are connected via a data transmission line 10. In the data transmission line 10, the leading car, that is, the first car C1 and the tail car, N
Monitor terminals 3a, 3b, ... Are connected to each of the intermediate vehicles No. 2 to No. (N-1) except for the No. CN.

[0004]

In the above-described railway vehicle automatic driving device, only the leading car, that is, the first car C1 is responsible for the supervisory control function. For example, even if the security device 5 breaks down, the automatic driving device is also operated. Even if 7 breaks down, the automatic operation of the entire train becomes impossible, so that the operation may be switched to manual operation to continue the operation, or in some cases, the vehicle may be replaced. That is, in the conventional security device and automatic driving device, when a primary or intermittent failure or a permanent failure occurs, the system must be immediately shut down.

Most of the devices for automatic driving are constructed by applying a microcomputer,
Higher-performance microcomputers that perform high-speed calculations are more likely to cause malfunctions due to noise from in-vehicle devices or electromagnetic malfunctions from ground devices.

The present invention provides a method for operating a railway vehicle automatic driving system which continues the function of the system as much as possible in the event of a device down as described above and enables safer automatic train operation. The purpose is to

[0007]

In order to achieve the above object, the present invention provides automatic driving between a leading vehicle and a trailing vehicle, each of which includes an automatic driving device, a security device, and a central device for monitoring and controlling them. Equipment, security equipment,
In addition to connecting the central device and the central device via the data transmission lines, a transmission / reception interface device for controlling transmission / reception of the transmission data is arranged in the middle of each data transmission line connecting the security device and the central device. Continuous operation data is continuously transmitted from the automatic driving device and the safety device of the leading car involved in train operation to the automatic driving device and the safety device of the tail car, and at least one of the automatic driving device and the safety device of the leading car is When it becomes difficult to perform the normal function, the data transmission function of the device that becomes difficult to perform the normal function is stopped, and the execution of the normal function is performed by the device that has received the operation data by the tail car until then. Switch to continue train operation.

[0008]

[Operation] The first car that is actually involved in train operation continuously transmits operation data to the rear car that is always in the standby state, and at least one of the automatic driving device and the safety device of the first car is normal due to some abnormality. When it becomes difficult to perform the function, the data transmission function of the device that becomes difficult to perform the normal function is stopped, and the execution of the normal function is switched to the device that has received the operation data by the tail car until then. To continue train operation. As a result, even if the device of the leading car goes down, the system functions can be continued and the safe automatic operation of the train can be continued.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows the entire construction of an automatic railway vehicle driving apparatus for carrying out the method of the present invention.

In the railway vehicle automatic driving system of FIG.
Central devices 11 and 12 are provided in the leading car, that is, the first car C1 and the rear car, that is, the N car CN, respectively.
The central devices 11, 12 are conventional monitor central devices (Fig. 8:
This is equivalent to a function in which a monitoring control function is added to 1, 2) and a function for improving system continuity, that is, availability is added. Terminal devices 3a, 3b, ..., Which are monitors for each intermediate vehicle, are connected to a data transmission line 10 connecting the central device 11 of the leading vehicle and the central device 12 of the trailing vehicle. Each of the central devices 11 and 12 has a security device 5, such as an automatic train control device (ATC) and an automatic train stop device (ATS), similar to the device shown in FIG.
6, and automatic driving devices 7 and 8 for performing automatic train operation from start to stop of the train are connected. The central devices 11 and 12 are the security devices 5 and 6 and the automatic driving device 7,
8 checks whether it is operating normally, confirms the operating state, and has a control function itself. The security devices 5 and 6 are connected to each other via data transmission / reception interface devices (hereinafter referred to as I / F devices) 9, which are connected to each other via data transmission lines 15 and 16. Similarly, the automatic operation devices 7 and 8 are connected to each other. Are connected via the data transmission lines 17 and 18 connected via the I / F device 9. The I / F device 9 is controlled by the central device 11 or 12.

FIG. 2 shows the internal structure of the I / F device 9 shown in FIG. The I / F device 9 includes a first serial-parallel data controller (SCC1) 21. The serial / parallel data controller 21 is the central unit 11 or 12
The serial data is received from the CPU, converted into parallel data, and passed to the CPU 22. Address bus 28 for CPU 22
And ROM 23 and RAM 2 via the data bus 29
4 and a second serial / parallel data controller (SCC
2) 25 is connected. The I / F device 9 further includes
A decoder (DECORD) 26 that selects a component to be operated under the command of the CPU 22 and a program monitoring unit (WDT) 27 that monitors a program abnormality are provided. Both data transmission lines 15 and 16 or data transmission lines 17 and 18 are serial / parallel data controllers 25.
The I / F device 9 coupled via the serially parallel data transmitted from the security device 5 to the security device 8 of the rear vehicle through the data transmission line 15 when a command is issued from the central device 11 of the leading car, for example. Data controller 25 and CPU
After converting to parallel data by the action of 22, RAM2 immediately
Store in 4. After that, the data transmission request of the security device 6 is confirmed, the data in the RAM 24 is reconverted into serial data via the serial / parallel data controller 25, and the serial data is sent out through the data transmission line 16. With such a configuration, even when the security device on the receiving side is composed of a heterogeneous computer, data can be sent by changing the transmission speed or the command.

FIG. 3 shows the internal structure of the security devices 5, 6 or the automatic operation devices 7, 8 together with the schematic internal structure of the I / F device 9. The safety device 5 or the automatic driving device 7 on the leading vehicle side and that on the trailing vehicle side are basically configured by a microcomputer and its peripheral devices, and their basic constituent elements include the CPUs 51 and 61 and the like. ROM 52, 62, RAM 53, 63, pulse input module (PI) 54, 64, digital input module (DI) 55, 65, digital output module (DO) 56, 66, A / D
A conversion module (A / D) 57, 67, etc., and a serial-parallel conversion controller (SCC) in each device.
58 and 68 must be provided. These respective elements are connected to the CPUs 51 and 61 via buses 59 and 69, respectively. Serial-parallel conversion controller 58, 68
Are connected via the serial-parallel conversion controller 25 of the I / F device 9.

In FIG. 3, the pulse input modules 54 and 64 receive the frequency signal corresponding to the speed from the speed sensor, convert it into a pulse, and convert it to C.
It is a module that sends speed signals to the buses 59 and 69 in response to requests from the PUs 51 and 61. Further, the digital input modules 55 and 65 are portions for inputting the current functional state from the train side to the security devices 5 and 6 and the automatic train operation devices 7 and 8 from the train side, for example, wheel diameters. And train door open / close signals, and various speed limit signals from the ground that security devices receive. The digital output modules 56, 66 are security devices 5, 6
Alternatively, it is a part that outputs an output signal from the automatic driving device 7, 8 side, and a part that outputs a proper power running notch signal to the train side according to the calculation result. Finally, the A / D conversion modules 57 and 67 input various analog data from the train, for example, detected analog data such as overhead wire voltage and control voltage, traction motor current, and brake cylinder pressure difference, and convert them into digital signals. , CPU
Output to the buses 59 and 69 according to requests from 51 and 61. CPUs 51 and 61 are A / D conversion modules 57 and 6
The value of the detected analog quantity is detected based on the digital signal formed by 7.

The operation of the railway vehicle automatic driving system shown in FIG.
It is assumed that the car No. C1 is the head car and the car No. N is the tail car.

The command to each component is given by the central unit 11 of the lead car C1. The central unit 11 performs the following actions in general.

(1) For the security device 5, signal data received by the security device in real time, speed limit pattern data calculated in real time, speed / distance output signal and the like are sent to the I / F device 9 through the data transmission line 15. Send it out.

(2) Signal data received by the automatic driving device 7 in real time, signals calculated in real time, such as speed, acceleration, distance, electric power, clock signal, output signal, etc. Is transmitted to the I / F device 9 through the data transmission line 17.

(3) For the I / F device 9, the ON / OFF control command of the data transmission lines 15 to 18 and the direction of data transmission (here, the direction from the data transmission line 15 to the data transmission line 16) are set. Give instructions.

(4) The central device 12 of the rear vehicle is instructed to receive the data of the same vehicle of the leading vehicle to the security device 6 and the automatic driving device 8 of the rear vehicle.

(5) Continue fault diagnosis of all devices under its own control. If the automatic driving device 7 of the leading vehicle fails, the function is immediately transferred to the automatic driving device 8 of the trailing vehicle so that the automatic driving function can be continued.

(6) Further, when it is recognized that the automatic driving device 7 once returned to the normal state after a failure, the automatic driving device 8
Command to receive data from the system and always have the function to control the safety of the system.

(7) The relationship between the leading vehicle and the trailing vehicle is switched in the security devices 5 and 6 in the same manner as in the automatic driving devices 7 and 8.

Next, the operation of the present invention by the device configuration described in detail with reference to FIG. 3 will be described with reference to FIGS. 4 and 5.

When the central unit 11 of the leading car commands the security device 5 or the automatic driving device 7 to send data, first, C
The PU 51 receives this command (steps 41 to 43).
The CPU 51 that has received the instruction is the element 5 in the device 5 or 7
Input information and operation information are arranged in 3 to 57, converted into serial data through the serial-parallel conversion controller 58, and then I / F.
The device 9 is commanded to be sent via the data transmission line 15 or 17 (steps 44-48).

Security device 5 or automatic driving device 7 for the leading car
It has already been mentioned that in the event of a car failure, it transfers its function to the corresponding element of the tail car. In that case, after recovery of the failed element, it will function as a standby machine that receives operation data from the corresponding element of the tail car that is now in charge of the automatic driving function and waits. The routine for that is step 51 and subsequent steps. After the function is switched due to the failure, various data are stored in the RAM 53 of the security device 5 or the automatic driving device 7 according to the contents thereof in response to a command from the central device (steps 51 to 54). If the I / F device 9 is normal, a data transmission request is made (step 55), and the process jumps to step 41. If the I / F device 9 is abnormal, the security device 5
Alternatively, the writing to the RAM 53 of the automatic driving device 7 is stopped (step 57).

The I / F device 9 temporarily stores the information received via the serial-parallel conversion controller 25 in the RAM 24 in cooperation with the CPU 22 (steps 61 to 64). After confirming that the CPU 22 has received the data transmission request from the rear vehicle security device 6 or the automatic driving device 8,
The data is sent to the serial / parallel conversion controller 68 via the data transmission line 16 or 18 via the RAM 24 and the serial / parallel conversion controller 25 (steps 65 to 66). At this time, the CPU 61 of the trailing vehicle stores the data parallel-converted by the serial-parallel conversion controller 68 via the bus 69 in the RAM 63. If there is no change in the data transmission / reception content, if there is any change, or if there is a change, the data transmission / reception function is temporarily stopped, and then the process returns to the initial step 61 (steps 67 to 68). If the data transmission / reception is abnormal, the data transmission / reception is stopped (steps 69, 7).
0).

FIG. 6 schematically shows the function of the operating method according to the present invention described above. The solid line portion illustrates one pattern of the voltage, current and speed (train speed) of the drive motor when the train is driven by the driving device mounted on the leading car C1 with the traveling position L as the horizontal axis. . When an abnormality occurs in the safety device 6 or the automatic driving device 8 of the leading car C1 at the position of the traveling position Lf, conventionally, the system is down and the automatic driving has to be given up. However, according to the present invention, as shown by the broken line, the function of the element in which the abnormality has occurred can be switched to the corresponding element of the tail car and the automatic operation can be continued as it is.

In the above embodiment, only the I / F device 9 is not duplicated, and if it fails, all the devices will not function. Therefore, as shown in FIG. 7, if a second I / F device 9A is provided for the I / F device 9 and a redundant system is configured by using it as a standby standby device, such inconvenience can be avoided. You can I / F
By configuring such a redundant system also in the device, a system with higher reliability can be configured.

As described in detail above, according to the present invention, the following actions and effects can be achieved.

(1) It is possible to measure the continuity of the system function even when an abnormality occurs in a part of the elements in the system. That is, the availability can be improved.

(2) The data transmitting apparatus can be constructed of hardware with an extremely simple circuit, and even as a software function, a program of a few steps is assembled, which is extremely inexpensive.

(3) The train, which is a mass transportation system, is currently operated in principle by two-man operation. However, the introduction of such a system opens the way for one-man operation, which is a great advantage for the user.

[0033]

According to the present invention, the continuity of the system function can be measured and the availability can be improved even when some elements in the system are down.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an automatic driving apparatus for carrying out the present invention.

FIG. 2 is a block diagram of a data transmission / reception interface device in the device of FIG.

FIG. 3 is a block diagram showing each element mounted on a leading vehicle and a trailing vehicle of the automatic driving apparatus of FIG. 1 together with a data transmission / reception interface device.

FIG. 4 is a flowchart showing functions of a leading vehicle (transmission side) and a trailing vehicle (reception side).

FIG. 5 is a flowchart showing functions of the data transmission / reception interface device of the present invention.

FIG. 6 is an explanatory diagram of a switching operation of automatic train operation by a leading car and automatic train operation by a trailing car when an abnormality thereof occurs.

FIG. 7 is a schematic configuration diagram showing another configuration example of the apparatus of FIG.

FIG. 8 is a schematic configuration diagram showing a conventional automatic train operation device.

[Explanation of symbols]

3a, 3b monitor terminal device 5,6 Security device (ATC / S) 7,8 Automatic operation device (ATO) 9 Data transmission / reception interface device (I / F device) 10 Data transmission line for central equipment 11,12 Central device 15, 16 Security equipment data transmission line 17,18 Data transmission line for automatic operation equipment

Claims (3)

[Claims] Claim: What is claimed is: 1. An automatic driving device, a safety device, and a leading vehicle and a trailing vehicle, each of which is provided with a central device for monitoring and controlling them.
Operation data from the automatic driving device and security device of the leading car, which is actually involved in train operation, to the automatic driving device and security device of the tail car, as well as connecting the central devices to each other through the data transmission line including the transmission and reception interface device. Is continuously transmitted, and when at least one of the automatic driving device and the safety device of the leading car has a difficulty in performing a normal function due to some abnormality, the data transmission function of the device in which the normal function is difficult to perform is stopped. A method of operating a train vehicle automatic driving device, characterized in that the train operation is continued by switching the normal function execution to a device that has received operation data by the tail car. 2. A device that has been operating until then is disconnected after a temporary abnormality, and then, when the recovery of the disconnected device is recognized by the central device, the recovered device is immediately set as a data receiving device and standby standby. The method for operating a railway vehicle automatic driving device according to claim 1, characterized in that it is incorporated into the system as a machine. 3. A transmission / reception interface device in use, wherein the transmission / reception interface device is configured in a dual system, and data transmission / reception is always performed between one of the leading and trailing vehicles through one of the transmission / reception interface devices, and the transmission / reception interface device is in use. The operation method of the railway vehicle automatic operation device according to claim 1, wherein when an abnormality occurs in the transmission / reception interface device, the other transmission / reception interface device is switched to.