Power-saving operation management system
The power-saving operation management system addresses excessive power consumption and malfunction-induced obstructions by temporarily powering ground devices only during train passages, ensuring efficient and safe operation.
Patent Information
- Application Number
- CN202410794361.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2023-06-23
- Filing Date
- 2024-06-19
- Publication Date
- 2024-12-24
AI Technical Summary
Existing power management systems for train and ground devices, such as crossing guard devices, suffer from excessive power consumption and malfunction-induced barriers that prevent vehicles and pedestrians from crossing when trains are not approaching.
A power-saving operation management system that includes a central device controlling train and ground devices, temporarily switching power to ground devices only when a train approaches, ensuring the barrier is raised when the train is not present to prevent unnecessary power consumption and obstruction.
The system reduces power consumption by operating ground devices only when trains pass, preventing barriers from obstructing vehicles and pedestrians during malfunctions.
Smart Images
Figure CN119176173A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to a power-saving operation management system for controlling a train and ground devices, wherein the train moves on a track and the ground devices are arranged on the track. Background Art
[0002] Patent document 1 discloses a signal security device, comprising station devices respectively provided at stations; the station device into which a train enters and a station device located one station ahead of the station are powered on (ON) and set to an operating state, and the power supply of the station devices provided at other stations is disconnected (OFF), thereby reducing power consumption.
[0003] The station device respectively installed at each station includes a power switching circuit and a linkage device; the power switching circuit turns on or off the power input based on the train position information given by the linkage device of the adjacent station, and sets the station device to an operating state or a non-operating state.
[0004] Patent Document 2 discloses a road crossing safety device, which, when a fault occurs in an electronic control circuit, disconnects the lifting control performed by the electronic control circuit, and forces the interception bar to descend through a relay control circuit. Then, the interception bar that descends by its own weight maintains the descending position until the road crossing safety device eliminates the fault state and starts lifting control.
[0005] [Prior art literature]
[0006] [Patent Document]
[0007] Patent document 1: Japanese Utility Model Application Laid-Open No. 01-132469.
[0008] Patent document 2: Japanese Patent Application Publication No. 2012-201270. Summary of the invention
[0009] [Problems to be solved by this application]
[0010] However, since the signal guard device of Patent Document 1 turns on or off the power supply in station device units, it is not possible to turn on or off the power supply for each ground device such as a crossing guard device disposed at a station or on a track around a station.
[0011] Furthermore, the problem of excessive power consumption occurs because power is always continuously supplied to ground devices on the track such as the crossing guard device of Patent Document 2 installed between stations other than the station device.
[0012] In addition, in a level crossing device where trains run less frequently and the amount of traffic crossing the level crossing is high, there is a problem that vehicles and crossers cannot cross the level crossing device at all because the barrier is forced to descend even when a train is not approaching at the time of a malfunction.
[0013] The purpose of the present application is to provide a power-saving operation management system that solves the above-mentioned problems and only temporarily operates the ground device when a train passes, thereby suppressing the power consumption of the ground device and preventing the following situation from occurring: even if the train does not approach due to a malfunction of the crossing device belonging to the ground device, the blocking bar is maintained in a lowered state, preventing crossing vehicles and crossers from moving forward.
[0014] [Methods to solve the problem]
[0015] A power-saving operation management system, characterized in that it is composed of a train, a ground device and a central device, the train travels on a track, the ground device is arranged on the track, and the central device performs operation management of the train and the ground device; the central device sets the first ground device closest to the front of a first train as an obstacle point that hinders the movement of the first train; when the first train reaches a first set position belonging to a predetermined distance from the first ground device, the first ground device is set from a non-operating state in which power is not supplied to an operating state in which power is supplied; in the operating state, a determination process is performed as to whether the obstacle point has been removed; when the obstacle point has been removed, the first train is allowed to pass through the first ground device, and after passing through, the first ground device is set from the operating state to the non-operating state.
[0016] [Effects of the present application]
[0017] According to the power-saving operation management system of the present application, the following processing is repeated until the train reaches the arrival point: when the train approaches the crossing device, the central device temporarily switches the power supply of the crossing security device of the crossing device from off to on and sets it from non-operating state to operating state, and after the train passes through the crossing device in operating state, the crossing security device of the crossing device is restored to the original non-operating state. The crossing security device of the crossing device is temporarily operated only when the train passes, thereby suppressing the power consumption of the crossing device.
[0018] Furthermore, if the train is not approaching the crossing device, the interception bar of the crossing security device remains raised, so the interception bar will not be lowered regardless of the position of the train due to a defect, as in the previous crossing security device using a relay control circuit. Therefore, when the train is not approaching the crossing device, vehicles and pedestrians are not restricted from crossing the crossing device. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 This is a system configuration diagram of a power-saving operation management system.
[0020] Figure 2 It is a flow chart of the power supply of the crossing device.
[0021] Figure 3 It is a route map showing the positional relationship between trains and crossing equipment.
[0022] Figure 4 This is a route map of trains passing through power-on locations and level crossing devices belonging to obstacle points.
[0023] Figure 5 It is a route map of the crossing device and the train that clears the state of the obstacle point.
[0024] Figure 6 It is a route map of trains passing through the level crossing device and the level crossing device.
[0025] Figure 7 This is a map of the crossing equipment and train routes when the obstacles have not been removed.
[0026] Figure 8 This is a route map of a train and a level crossing device in a state where the train is stopped in front of the level crossing device. DETAILED DESCRIPTION
[0027] The present application will be described in detail with reference to the embodiments of the drawings.
[0028] Figure 1 1 is a structural diagram of a power-saving operation management system, which is composed of a train 10, a management center 20, a crossing device 30 and a wireless communication unit 40. The train 10 travels on a track R, the management center 20 performs operation management of each train 10 and ground devices arranged on the track R, the crossing device 30 is a ground device, the ground device is connected to the management center 20 and is arranged on the track R, and the wireless communication unit 40 is connected to the management center 20 and communicates with each train 10 via a wireless communication line.
[0029] The road crossing device 30 is connected to the management center 20 via a first communication network L1 , and the wireless communication unit 40 is connected to the management center 20 via a second communication network L2 .
[0030] Although the first communication network L1 and the second communication network L2 are shown as wired networks in the figure, they can also be wireless networks, and the first communication network L1 and the second communication network L2 can also be one network.
[0031] The wireless communication unit 40 is a base station and has a communication area of a predetermined range. The wireless communication unit 40 is provided at intervals of a certain distance, for example, and the communication area partially overlaps, thereby not interrupting the communication between the train 10 and the management center 20. In addition to the train 10 communicating with the management center 20 via a wireless communication line, a loop antenna or a leaky coaxial cable laid along the track R may be used as the wireless communication unit 40 for communication.
[0032] The train 10 is provided with an antenna unit 11 for transmitting and receiving various information with a wireless communication unit 40, and an onboard device 12 connected to the antenna unit 11. Train information including the train ID (identification), travel speed, and travel position of the train 10 processed by the onboard device 12 is transmitted to the management center 20 via the antenna unit 11 and the wireless communication unit 40 at any time.
[0033] The running speed of the train information is calculated based on the speed detected by a tachometer installed on the axle, for example. In addition, the running position is calculated as, for example, mileage. Alternatively, a GPS (global positioning system) terminal may be mounted and latitude and longitude information may be transmitted as the running position. In addition, the on-board device 12 performs speed control of the train 10 according to the command information such as speed control information transmitted from the management center 20.
[0034] The management center 20 installed in any station within the power-saving operation management system is composed of a central device 21 and an operation terminal 22. The central device 21 is connected to the first communication network L1 and the second communication network L2. The operation terminal 22 is connected to the central device 21 and is operated by an operator.
[0035] The center device 21 includes a calculation control unit 23, which controls the raising and lowering of the intercepting bar of the crossing device 30. This calculation control unit 23 uses a so-called server device, which has a built-in calculation processing unit and storage unit (not shown in the figure).
[0036] The central device 21 receives various information from the train 10 and the crossing device 30 at any time, stores the various information in the storage unit, and appropriately transmits various command information to the train 10 and the crossing device 30 after operation management control calculation processing by the calculation processing unit described later.
[0037] The operation terminal 22 is a so-called client device, which is connected to the center device 21. Through a route map displayed on a monitoring device (not shown), the operation position and speed of each train based on train information from each train 10, the lifting and lowering state of the intercepting bar of the crossing device 30, etc. can be monitored at any time. In addition, the operator can perform various setting processes and control commands through an input unit such as a keyboard and a mouse (not shown).
[0038] The crossing device 30 disposed on the track R is composed of a crossing security device 31 and a control unit 32. The crossing security device 31 operates according to the command information of the central device 21, and the control unit 32 turns on or off the power supply and controls the driving of the crossing security device 31.
[0039] The road crossing security device 31 is composed of a lifting unit 34, an alarm unit 35, and an obstacle detection unit 36. The lifting unit 34 lifts and lowers the interception bar 33, the alarm unit 35 outputs an alarm sound and makes a pair of lights flash alternately, and the obstacle detection unit 36 is used to detect obstacles in the road crossing. In addition, the interception bar 33 and the lifting unit 34 are equivalent to so-called barriers.
[0040] The control unit 32 controls the power supply of the crossing security device 31 to be turned on or off and supplies power based on the instructions from the central device 21. When the crossing security device 31 becomes in operation, the lifting control of the intercepting rod 33 of the lifting unit 34, the alarm control of the alarm unit 35, and the detection status of the obstacle detection unit 36 are reported to the central device 21.
[0041] In addition, the control unit 32 may control only the power supply of the road crossing security device 31 to be turned on or off based on the command from the central device 21. In this case, when the road crossing security device 31 is powered on and becomes in operation through the power supply control of the control unit 32, the lifting unit 34, the alarm unit 35, and the obstacle detection unit 36 start control, and each unit reports the control status to the central device 21.
[0042] Figure 2 This is a flowchart of power supply control to the crossing device 30 through which the train 10 passes, via the central device 21. The train 10 starts traveling on the track R after setting a travel path to the onboard device 12.
[0043] Among them, the central device 21 grasps the travel position of each train 10 at any time, the crossing device 30 that may become an obstacle point that hinders the movement of the train 10, etc. through the train information transmitted from each train 10 traveling on the track R via the wireless communication unit 40, but it is not necessarily necessary to receive path-related information from the train 10.
[0044] At startup Figure 2 After the flowchart shown, in step ST1, the closest crossing device 30n in front of the train 10 is set as an obstacle point S that hinders the movement of the train 10. At this time, the center device 21 transmits obstacle point information in which the obstacle point S is set to the train 10, and the train 10 that receives the obstacle point information sets the obstacle point S existing in front.
[0045] This is because, for the train 10 passing through the level crossing device 30 , the level crossing device 30 , in which the intercepting bar 33 is in the raised position and pedestrians and vehicles can cross, hinders the train 10 from passing through.
[0046] Next, in step ST2, it is determined whether the train 10 has reached the power-on position P1 corresponding to the first set position of the road crossing device 30n. Figure 3This is a route map that uses the closest crossing device 30n on the track R to the train 10 as the crossing device 301 and displays the positional relationship between the traveling train 10 and the crossing device 301.
[0047] Then, the power-on position P1 is a location at least a predetermined number of seconds before the train 10 arrives at the level crossing device 301, that is, a location close to the distance obtained by multiplying the number of seconds the train 10 has traveled from the setting position P0 of the level crossing device 301 by the above-mentioned predetermined number of seconds, that is, the distance from the setting position P0 to the power-on position P1 can be achieved by traveling at the speed limit in the track R for the above-mentioned predetermined number of seconds.
[0048] In step ST2 , if the train 10 has not reached the power-on position P1 , step ST2 is repeated; if the train 10 has reached the power-on position P1 , the process proceeds to step ST3 .
[0049] In step ST3, the central device 21 transmits the power supply on command information to the control unit 32n ( Figures 3 to 8 321), for the crossing security device 31n ( Figures 3 to 8 Display 311) power supply.
[0050] In step ST3, the closing control of the road crossing device 30 by the central device 21 is instructed, and the road crossing security device 31n which is powered first starts the alarm part 35n ( Figures 3 to 8 The alarm control of 351) is shown in the figure, and the alarm control outputs an alarm sound and flashes a pair of lights alternately.
[0051] The obstacle detection unit 36n ( Figures 3 to 8 The obstacle detection process in the crossing shown in FIG361 can be performed by using, for example, an image sensor to detect the presence of pedestrians in the crossing or the vehicle stopping in the crossing due to a stall or the like.
[0052] Next, after a predetermined number of seconds have passed since the alarm control of the alarm unit 35n was started, the lifting unit 34n ( Figures 3 to 8 341) starts to make the interception rod 33n ( Figures 3 to 8 331) is shown in the control of the descent.
[0053] Figure 4 The diagram is a route diagram showing a state in which the crossing security device 311 is activated by the train 10 passing through the power input position P1 and the interception bar 331 is lowered by the lifting unit 341 .
[0054] In step ST4, the situation that the alarm of the alarm unit 35n that has been operated after power is supplied to the crossing safety device 31n is operating normally is taken as condition one, the situation that the descent of the intercepting rod 33n by the operating lifting unit 34n is completed normally is taken as condition two, and the situation that no obstacle is detected in the crossing through the operating obstacle detection unit 36 is taken as condition three, and it is determined whether all of these conditions one to three are met.
[0055] In step ST4 of determining whether the obstacle point S is removed, if any one of conditions 1 to 3 is not satisfied, step ST4 is repeated; if all of conditions 1 to 3 are satisfied, the process proceeds to step ST5.
[0056] like Figure 4 As shown, step ST4 is repeated while the intercepting rod 331 is lowered. After the intercepting rod 331 is lowered, the obstacle is not detected by the obstacle detection unit 361, thereby moving from step ST4 to step ST5. In step ST5, the obstacle point S of the crossing device 301 is released.
[0057] The center device 21 also transmits the obstacle point removal information for removing the obstacle point S to the train 10 . The train 10 receiving the obstacle point removal information removes the obstacle point S of the road crossing device 301 .
[0058] Figure 5 This is a route map in which the obstacle point S of the road crossing device 301 is removed, and the train 10 can pass through the road crossing device 301 that the crosser and the crossing vehicle cannot cross. Then, after the obstacle point S of the road crossing device 301 is removed in step ST5, the process proceeds to step ST6.
[0059] In step ST6, the central device 21 determines whether the train 10 passes through the road crossing device 30n that the train 10 intends to pass through. Step ST6 is repeated until the train 10 passes through the road crossing device 30n. When the train 10 passes through the road crossing device 30n, the process proceeds to step ST7.
[0060] In step ST7, the opening control of the crossing device 30 by the central device 21 is instructed. After the train 10 passes through the crossing device 30, the control unit 32n of the crossing device 30n stops the output of the alarm unit 35n and raises the intercepting rod 33n in a lowered state through the lifting unit 34n.
[0061] The central device 21 also transmits power off command information to the control unit 32n. The control unit 32n of the crossing device 30n receiving the power off command information sets the crossing security device 31n to a sleep state that is a non-operating state after the interception rod 33n is raised.
[0062] Figure 6This is a route map for the train 10 to pass through the level crossing device 301, set the intercepting bar 331 to the raised state, and set the level crossing guard 311 to the non-operating state. In the next step ST8, steps ST1 to ST8 are repeated for the level crossing device 302 belonging to the next level crossing device 30n. This process of setting the level crossing guard 31n of the level crossing device 30n from the non-operating state to the operating state and from the operating state to the non-operating state is repeated until the train 10 reaches the destination.
[0063] Figure 7 It is a route map showing the state where the train 10 reaches the deceleration position P2 when a malfunction occurs in the lifting part 341, for example, it is a route map showing the state where the train 10 reaches the deceleration position P2 when a motor fails and the descent of the intercepting rod 331 is not completed, resulting in the failure to meet condition two.
[0064] Among them, for the train 10, the power input position P1 indicates the timing of inputting power through the central device 21, and the deceleration position P2 indicates the limit point of the braking control timing that can stop at the installation position P0 of the crossing device 301.
[0065] Figure 7 The state of the route map shown shows that an emergency state occurs for conditions 1 to 3 and step ST4 is repeated. In the center device 21, it is possible to grasp which condition among conditions 1 to 3 an emergency state occurs via the control unit 32n. In order to eliminate this emergency state, the management center 20 immediately arranges for dispatching an operator to the crossing device 30n.
[0066] Since there is a possibility that pedestrians, vehicles, etc. in the crossing may come into contact with the train 10 when at least one of the first to third conditions is not satisfied, the crossing device 30 is maintained as an obstacle point S.
[0067] like Figure 7 As shown, a deceleration position P2 is set before a predetermined distance d of the crossing device 301, and the predetermined distance d between the installation position P0 of the crossing device 301 and the deceleration position P2 is set to a distance that is sufficient to allow a margin compared to the distance required when the train 10 stops according to the deceleration mode.
[0068] Furthermore, the deceleration position P2 belonging to the second set position exists on the road crossing device 30 side relative to the travel point at which the train 10 passes through the power-on position P1 and satisfies the shortest time of the first to third conditions.
[0069] Since all conditions 1 to 3 are not satisfied in step ST4, the central device 21 does not transmit the obstacle point release information to the train 10. If the train 10 reaches the deceleration position P2 without receiving the obstacle point release information, the train 10 starts deceleration control.
[0070] Next, if all of the conditions 1 to 3 are not satisfied in the central device 21, the repetitive processing of step ST4 is continued and the central device 21 continues to not transmit the obstacle point removal information to the train 10, such as Figure 8 As shown, the train 10 finally stops in front of the crossing device 301 where the lifting section 341 fails.
[0071] Among them, during the repeated processing of the above-mentioned step ST4, there are many situations in which, for example, the person who falls in the crossing moves by himself, thereby eliminating the obstacle detection of condition three and satisfying all conditions one to three.
[0072] When the emergency state is released in this way, the process proceeds to step ST5, where the center device 21 releases the obstacle point S of the crossing device 30 and transmits obstacle point release information to the train 10. The train 10 receiving the obstacle point release information releases the obstacle point S ahead during deceleration control and releases the deceleration control.
[0073] like Figure 8 As shown, the train 10 stops in front of the crossing device 301, thereby preventing the train 10 from coming into contact with obstacles in the crossing, crossing vehicles or crossers that continue to cross.
[0074] Among them, the condition 1 of the alarm unit 35n can also be omitted for the above conditions 1 to 3. At this time, the obstacle point S of the road crossing device 30n is released by satisfying the following two conditions: the lowering of the intercepting rod 33n is completed and the obstacle detection unit 36n does not detect an obstacle after the lowering of the intercepting rod 33n is completed.
[0075] This is because the train 10 can safely pass through the crossing device 30n as long as the interception bar 33 is in a lowered state and there is no obstacle in the crossing. Then, the management center 20 quickly arranges for dispatching operators to the alarm unit 35 where a fault occurs.
[0076] In this way, according to the power-saving operation management system, the following processing is repeated until the train 10 reaches the arrival point P: when the train 10 approaches the road crossing device 30, the central device 21 temporarily turns the power of the road crossing guard device 31 of the road crossing device 30 from off to on and sets it from the non-operating state to the operating state, and after the train 10 passes through the road crossing device 30 in the operating state, the road crossing guard device 31 of the road crossing device 30 is restored to the original non-operating state. The road crossing guard device 31 of the road crossing device 30 is temporarily operated only when the train 10 passes, thereby suppressing the power consumption of the road crossing device 30.
[0077] Furthermore, if the train 10 is not approaching the crossing device 30, since the interception bar 33 of the crossing guard device 31 is kept raised, the interception bar is not lowered due to a malfunction regardless of the position of the train 10 as in the previous crossing guard device using a relay control circuit. Therefore, when the train 10 is not approaching the crossing device 30, vehicles and pedestrians are not restricted from crossing the crossing device 30.
[0078] In the figure:
[0079] 10: Train
[0080] 11: Antenna
[0081] 12: On-vehicle device
[0082] 20: Management Center
[0083] 21: Central device
[0084] 22: Operating the terminal
[0085] 23: Operation control unit
[0086] 30,30n,301: Crossing equipment
[0087] 31,31n,311: Crossing security device
[0088] 32,32n,321: Control unit
[0089] 33,33n,331:Interceptor
[0090] 34,34n,341: Lifting part
[0091] 35,35n,351: Alarm Department
[0092] 36,36n,361: Obstacle detection unit
[0093] 40: Wireless Communication Department
[0094] d: specified distance
[0095] L1: First communication network
[0096] L2: Second communication network
[0097] P0: Setting position
[0098] P1: Power input position
[0099] P2: deceleration position
[0100] R: Track
[0101] S: Obstacle point
[0102] ST1~ST8: Steps
Claims
1. A power-saving operation management system, characterized in that: The system is composed of a train, a ground device and a central device, wherein the train travels on a track, the ground device is arranged on the track, and the central device manages the operation of the train and the ground device; The central device sets the first ground device closest to the front of the first train as an obstacle point that hinders the movement of the first train; When the first train reaches a first set position at a predetermined distance from the first ground device, the first ground device is changed from a non-operating state in which power is not supplied to an operating state in which power is supplied; performing a determination process of whether to remove the obstacle point in the operating state; When the obstacle point is removed, the first train is made to pass through the first ground device, and after passing through, the first ground device is changed from the operating state to the non-operating state.
2. The power-saving operation management system according to claim 1, characterized in that: The above-ground device is a road crossing device equipped with a road crossing security device; The road crossing security device at least comprises: A lifting unit for lifting and lowering the intercepting rod; and Obstacle detection unit, used to detect obstacles in the crossing; The determination processing performed by the central device does not release but maintains the obstacle point when it is determined that at least one of the following conditions is not met: the condition that the intercepting rod in the ascending state of the operating lifting part becomes a descending state and the condition that the obstacle is not detected in the crossing through the operating obstacle detection part.
3. The power-saving operation management system according to claim 2, characterized in that: The road crossing security device further comprises: an alarm unit for performing alarm control; In addition to the above conditions, a condition for issuing an alarm by the alarm unit that has been in operation is added, and when it is determined that at least one of these conditions is not satisfied, the obstacle point is not released but maintained.
4. The power-saving operation management system according to claim 2 or 3, characterized in that: After the first train passes through the level crossing device, the interception bar is set to a raised state and the level crossing device is set from the operating state to the non-operating state.
5. The power-saving operation management system according to claim 2 or 3, characterized in that: When the first level crossing device satisfies all the conditions, the central device transmits obstacle point removal information to the first train; In a state where the obstacle point removal information is not received by the center device, the first train starts deceleration control when it reaches a second set position within a predetermined distance from the first crossing device.
6. The power-saving operation management system according to claim 5, characterized in that: The first train continues the deceleration control until the central device receives the obstacle point removal information.
7. The power-saving operation management system according to claim 5, characterized in that: A distance from the installation position of the road crossing device to the second set position is greater than a distance required for the train to stop in a deceleration mode.