ON-BOARD EQUIPMENT, DISPLAY DEVICE AND METHOD FOR DETECTING THE RELEASE OF A PARKING BRAKE

Abstract

On-board equipment (20, 20a) installed in a train (6) comprising a battery capable of providing electrical power when the vehicle power supply is switched off, a parking brake (12) for locking a wheel when the train is stopped, and a parking brake control solenoid valve (14) to be energized by power supplied by the battery when the parking brake (12) is released, and which, even when the vehicle power supply is switched off, secures position information of the train (6) that is stored when the vehicle power supply is switched on, wherein the on-board equipment (20, 20a) comprises a parking brake release detection circuit (10) comprising the following: a parking brake control solenoid valve energization detection unit (15) for detecting an energization of the parking brake control solenoid valve (14) when the vehicle power supply is switched off; and a parking brake control solenoid valve current acquisition storage unit (16) for storing a result of an acquisition therein until stored contents are reset.

Description

Area

[0001] The present invention relates to an on-board device of a train and a method for detecting the release of a parking brake, which detects whether a parking brake of this train is released or not. background

[0002] In a train radio system, where train operations are controlled by communication between onboard equipment and ground equipment, the onboard equipment must detect the train's position and manage the train's position within an area. If problems occur during train operations, the train cannot be brought to a train yard, and therefore the train must sometimes be held or remain on a track overnight.However, if movement occurs due to wandering or rolling motion while the train is stopped or overnight, the train is moving under a condition in which a power source of the train's onboard equipment is switched off, resulting in a difference between position information stored in the train's onboard equipment before the onboard equipment's power source is switched off and the train's actual track position.It is to be noted that the wandering motion means a movement of a stopped vehicle in which a vehicle power supply is turned off, and which is caused by allowing the vehicle to move because a rail position of the train is on an incline, and the rolling motion means a movement of the stopped vehicle in which a vehicle power supply is turned off, which is caused by allowing the vehicle to move due to a problem in how the brakes thereon were applied.If a train is started in a situation where the position information stored in the train's onboard equipment and the train's actual track position differ from each other, as described above, the onboard equipment cannot determine an accurate distance between itself and another train, thus preventing the train radio system from functioning properly. This problem can occur not only when a train is moving or rolling, but also when it is being towed. Towing refers to moving a vehicle whose power supply is switched off by pulling it using another vehicle.

[0003] Publication JP 2007-15517A, which is an example of a conventional technique, discloses a train management system in which a train is managed on a track into sections obtained by dividing a train track into segments, based on train identification information transmitted by a train ID oscillator mounted on the train. A boundary between the sections is provided by an ID detection device that captures the train identification information. According to the technique described in Publication JP 2007-15517A, the train ID oscillator and the ID detection device constantly communicate with each other, enabling the precise track position of the train to be determined.

[0004] Publication US 6,039,158 A discloses a power-operated parking brake that generates sufficient force to apply a parking brake to a locomotive. A driven drive train rotates a pulley over which a brake chain runs. Rotating the pulley tightens the brake chain, which is connected at one end to the parking brake. The parking brake is applied when sufficient tension is exerted on the brake chain by the driven drive train. The drive train includes a drive shaft driven by an electric motor, which is connected to the pulley via a planetary gear set and a coupling. Publication US 2005 / 0189,815 A1 discloses a method and apparatus for interchanging the functionality of a driver unit and a train end remote control unit in a distributed traction train.The communication system includes an exchange function, executed through a series of process steps, to transfer the functionality of the driver unit and the remote control unit at the end of the train. The train's operating conditions must first be determined to ensure the exchange function can be performed. The communication system is placed in idle mode, and brakes and safety locks are activated to prevent the train from moving. Each remotely controlled locomotive in the train is ordered into a transition phase and reconfigured to receive commands and messages from the new driver unit. Once the driver has moved from the old driver unit to the new one, the old driver unit switches to remote control mode, and the new driver unit ends the transition phase.The train brakes are released and the communication system is put into normal operating mode, allowing motive power to be provided for the train's movement. Brief descriptionTechnical problem

[0005] However, according to the conventional technology described above, a train requires a train ID oscillator that constantly transmits the train's position to the ground side, and the ground side requires an ID detection device that transmits and receives train identification information with the train ID oscillator. For this reason, one problem has been that the cost of a device for constantly performing communication is increased.

[0006] The present invention was made in view of the foregoing circumstances, and it is an object of the present invention to provide an on-board device that can detect movement of a train whose vehicle power supply is switched off, while suppressing an increase in costs. Solution to the problem

[0007] In order to solve the above-mentioned problems and achieve the object, the present invention provides an on-board device equipped in a train, which includes a battery capable of supplying electric power when a vehicle power supply is turned off, a parking brake for setting or releasing the parking brake, and a parking brake for detecting the parking brake.Locking a wheel when the train is stopped, and having a parking brake control solenoid valve that is energized by power supplied from the battery when the parking brake is released, and retaining the train's position information stored when the vehicle power supply is on, even when the vehicle power supply is off, wherein the on-board equipment has a parking brake release detection circuit comprising: a parking brake control solenoid valve energization detection unit for detecting an energization of the parking brake control solenoid valve when the vehicle power supply is off; and a parking brake control solenoid valve energization detection storage unit for storing therein a result of a detection until stored contents are reset. Advantageous effects of the invention

[0008] According to the present invention, an advantageous effect is achieved in that the movement of a train with a vehicle power supply switched off can be detected, while minimizing an increase in costs. Short description of the drawings Fig. Figure 1 shows a diagram from a configuration of a train control system according to one embodiment. Fig. Figure 2 shows a block diagram representing a configuration of a parking brake release detection circuit, comprising an on-board device, a parking brake whose release is detected by the parking brake release detection circuit, and peripheral parts of the circuit and the brake in the embodiment. Fig. Figure 3 shows a flowchart illustrating the operation of the parking brake and the parking brake release detection circuit. Fig. 2 indicates when the parking brake is released. Fig. Figure 4 shows a block diagram illustrating an example of the on-board equipment configuration in the embodiment. Fig. Figure 5 shows a circuit diagram that illustrates an example of the configuration of the on-board equipment in the embodiment. Fig. Figure 6 shows a flowchart illustrating a parking brake release detection operation in the present embodiment. Fig. Figure 7 shows a representation that depicts a screen example displayed on a display unit of an on-board control system in Fig. 6 is displayed. Fig. Figure 8 shows a representation that depicts screen examples displayed on the on-board control unit's display. Fig. 6 will be. Fig. Figure 9 shows a diagram illustrating a general hardware configuration for implementing an on-board control unit of the on-board control device in the embodiment. Description of embodiments

[0009] An on-board device, a display device, and a method for detecting the release of a parking brake according to one embodiment of the present invention are described in detail and with reference to the drawings. The present invention is not necessarily limited to this embodiment. Design.

[0010] Fig. Figure 1 shows a diagram illustrating a configuration of a train control system according to an embodiment of the present invention. Fig. Figure 1 illustrates a train management system 1, a train radio system network 2, ground control devices 3A, 3B, 3C and 3D, base networks 4A, 4B, 4C and 4D, radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g and 5h, a train 6, a track 7 and ground elements 8a, 8b, 8c, 8d, 8e and 8f.

[0011] The train management unit 1 manages IDs of on-board equipment 20 and 20a of train 6 in a train radio system 100. The train management unit 1 also performs backup of the ground control units 3A, 3B, 3C, and 3D and is used if a ground control unit 3A, 3B, 3C, or 3D fails and a restart is performed. The train radio system network 2 is a network for the entire radio train control section and connects the train management unit 1 and the ground control units 3A, 3B, 3C, and 3D.

[0012] Each of the ground control devices 3A, 3B, 3C, and 3D is provided in a corresponding area. The ground control devices 3A, 3B, 3C, and 3D are each a device configured to track the position of the train 6, adjust the distance between trains, and control the operation of the trains based on position information received from the onboard device 20 provided in the train 6 in each area. The ground control devices 3A, 3B, 3C, and 3D each include a base terminal and a base device. Note that the position information is information indicating a rail position of the train 6 and is obtained by the train 6 indicating an absolute position through a ground element and by calculating a relative position of the ground element based on speed information from a speed sensor (not shown).

[0013] Base networks 4A, 4B, 4C, and 4D are each provided for each base and connect the base equipment located in ground control units 3A, 3B, 3C, and 3D with radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h. A handover point from each radio base station 5a, 5b, 5c, 5d, 5e, 5f, 5g, or 5h is managed by each of the ground control units 3A, 3B, 3C, and 3D. Train 6 connects to any of the radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h to which it is connected, depending on its track position.In a case where train 6 fails to connect to a suitable radio base station, the connection information of the on-board equipment 20, which is received by the ground control equipment 3A, 3B, 3C, or 3D, is transmitted by a radio base station other than the specified radio base station. The ground control equipment 3A, 3B, 3C, and 3D do not transmit a message to control a train to the train that failed to connect to the suitable radio base station with which a connection was to be established.

[0014] Track 7 is a track on which train 6 runs and is broadly classified as being both inside and outside a radio train control section. This means that track 7 is a track that incorporates a radio train control section. Within the radio train control section, the operation of train 6 is controlled by the train radio system, which is located in Fig. Figure 1 is shown. Outside the radio train control section, the operation of train 6 is controlled by means other than the train radio system, such as a track circuit.

[0015] Note that floor elements 8a, 8b, 8c, 8d, 8e and 8f are position correction floor elements installed on track 7. Fig. 1, the ground elements 8b, 8c, 8d and 8e are arranged in areas A, B, C and D respectively. The ground element 8a is arranged outside the radio train control section on the side of region A and the ground element 8f is arranged outside the radio train control section on the side of region D. While a ground element in a region in Fig. Once installed, the arrangement of the floor elements is not limited to this one-to-one formation, and two or more floor elements can be installed in one area.

[0016] Radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h communicate with the onboard equipment 20, which is provided in train 6. ID1, ID2, ID3, ID4, ID5, ID6, ID7, and ID8 are unique IDs assigned to radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h, respectively. Frequencies used for communication by radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h are fixed, and the frequencies differ between adjacent radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h.

[0017] In Fig. 1 illustrates four frequencies f1, f2, f3, and f4 as the frequencies used for communication by the radio base stations 5a, 5b, 5c, 5d, 5e, 5f, 5g, and 5h. The frequencies f1, f2, f3, and f4 are assigned to the radio base stations 5a, 5b, 5c, and 5d, respectively, and the frequencies f1, f2, f3, and f4 are assigned to the radio base stations 5e, 5f, 5g, and 5h, respectively, in this order. The frequencies f1, f2, f3, and f4 are different from each other.

[0018] Train 6 has a vehicle 6A and a vehicle 6B at each end. Vehicle 6A is equipped with on-board equipment 20, and vehicle 6B is equipped with on-board equipment 20a. On-board equipment 20 and on-board equipment 20a can communicate with each other via a communication line. When train 6 travels from the Region A side to the Region D side, vehicle 6B is the lead vehicle and vehicle 6A is a following vehicle. When train 6 travels from the Region D side to the Region A side, vehicle 6A is the lead vehicle and vehicle 6B is a following vehicle.

[0019] Train 6 has multiple wheels. The wheels are locked by a parking brake when train 6 comes to a stop. Train 6 cannot be moved if the parking brake is not released.

[0020] Fig. Figure 2 shows a block diagram illustrating a configuration of a parking brake release detection circuit 10 provided in each of the on-board devices 20 and 20a, shows a parking brake 12 whose release is detected by the parking brake release detection circuit 10, and shows peripheral parts thereof in the present embodiment. The parking brake 12, which is in Fig. As shown in Figure 2, a wheel 11 is locked when the train 6 stops and is released when the train 6 begins to move. If the parking brake 12 is not released, the wheel 11 remains locked. A semicircular shoe in the shape of a crescent moon, attached to a spring, is shown as an example of the parking brake 12. When the train is parked, the semicircular shoe presses against the wheel 11 through a restoring force from the spring, thus locking the wheel 11. When the train is moving, a parking brake control solenoid valve 14 is opened to allow the spring to compress and release the parking brake 12 based on a main reserve air pressure, i.e., by supplying high-pressure air. The parking brake control solenoid valve 14 controls the locking and releasing of the wheel 11 using the parking brake 12.In other words, the parking brake 12 locks the wheel 11 when the parking brake control solenoid valve 14 is closed, but the parking brake 12 is released when the parking brake control solenoid valve 14 is open.

[0021] The parking brake release detection circuit 10 detects an electrical energization state of the parking brake control solenoid valve 14 to detect a release of the parking brake 12. The parking brake release detection circuit 10 includes a parking brake control solenoid valve energization detection unit 15, which detects an energization of the parking brake control solenoid valve 14 when a vehicle power supply is switched off, and a parking brake control solenoid valve energization detection storage unit 16, which stores a detection result of the parking brake control solenoid valve energization detection unit 15 until stored contents are reset.The vehicle power supply is a power supply for which power is supplied from an overhead line via a power supply device (not shown) when a pantograph (not shown) is lifted, which supplies power to a vehicle information management device and an onboard power supply device, and charges a battery 25.

[0022] It is sufficient that the parking brake control solenoid valve energization detection unit 15 can detect the occurrence of energization of the parking brake control solenoid valve 14 at least once. Furthermore, the parking brake control solenoid valve energization detection storage unit 16 can retain its memory even when the vehicle power supply is turned off. When the vehicle power supply is turned on, power is supplied to an on-board control device 30, and the parking brake control solenoid valve energization detection storage unit 16 reads the stored contents of the on-board control device 30. Thereafter, the parking brake control solenoid valve energization detection storage unit 16 stores a detection result of the parking brake control solenoid valve energization detection unit 15 until the stored contents are reset.The parking brake control solenoid valve energization detection storage unit 16 is formed by a magnetic pin relay, for example.

[0023] Fig. 3 is a flowchart showing operations of the parking brake and the parking brake release detection circuit in Fig. Figure 2 shows the situation when the parking brake is released. In a case where a train is moved or towed due to wandering or rolling motions while a vehicle power supply is switched off, when a circuit breaker is operated to electrically energize the parking brake control solenoid valve 14 (S1), the parking brake control solenoid valve 14 is open (S2). Then, when the parking brake control solenoid valve 14 is open, the parking brake 12 is released and the parking brake control solenoid valve energizing detection unit 15 detects an electrical energizing of the parking brake control solenoid valve 14 (S3). The parking brake control solenoid valve current detection storage unit 16 stores a result of the detection of the parking brake control solenoid valve current detection unit 15 and holds it until the stored content is reset (S4).

[0024] Fig. 4 is a block diagram showing an example of a configuration of the onboard device 20 in the embodiment of the present invention. Fig. Fig. 5 is a circuit diagram showing an example of the configuration of the on-board device 20 in the embodiment of the present invention. While the Fig. 4 and Fig. 5 illustrates the on-board device 20, which is located in either the leading vehicle or the following vehicle of a train. The on-board device 20a also has a similar configuration to the on-board device 20. The on-board device 20 and the on-board device 20a are connected to each other.

[0025] The on-board equipment 20, which is Fig. Figure 4 shows the following: a circuit breaker that controls a PBN (parking brake non-fuse breaker) 21a, whose contact is closed in an off state, and a PBCN (parking brake complementary non-fuse breaker) 21b, whose contact is closed in an on state, and controls the supply and disconnection of electrical power from the battery 25, which is a DC power supply; a PBCR (parking brake complementary relay) 23, which switches on a PBCR contact 22 when energized by the PBCN 21b, the PBCR contact 22 being on / off controlled by the PBCR relay 23; the parking brake 12, which locks the wheel 11 when the train 6 is stopped; the parking brake control solenoid valve 14, which releases the parking brake 12 when it is electrically energized, a train information management device 50, which manages train information;the on-board control device 30, which is equipped with a storage unit capable of storing position information of the train 6 in this storage unit and controlling operation of the train 6 based on this position information; and a parking brake release detection circuit 40 that detects and stores a release of the parking brake 12. The on-board control device 30 includes: a reset output photocoupler 32, which is electrically energized when a vehicle power supply is turned on and performs on / off control for a reset contact 47 in the parking brake release detection circuit 40; a brake release detection circuit input photocoupler 31; an on-board control unit 33 that controls running of the train;and a display unit 34. The train information management device 50 includes: an input photocoupler 51 that monitors a state of a PBN 27a and a PBCN 27b, which are breakers when the vehicle power supply is turned on; an output contact 52 that controls the parking brake control solenoid valve 14 when a voltage is applied to a vehicle; and a train information management unit 53 that manages train information. In ; Fig. In Figure 5, the parking brake control solenoid valve 14 is represented as a PBV (Parking Brake Valve). The PBN 27a and the PBCN 27b each have a contact for monitoring a condition, while the train information management device 50 monitors these conditions. The parking brake 12 is under the control of the train information management device 50, but when the vehicle power supply is turned off and the train information management device 50 is turned off at the time of an overnight stop of the train, the parking brake 12 is intentionally released by manually turning on the PBCN. The PBN 21a and the PBN 27a are identical to each other, and the PBCN 21b and the PBCN 27b are identical to each other.

[0026] In this specification, a state in which a voltage is applied to a relay is described as a voltage applied to the relay, and a state in which no voltage is applied to a relay is described as a no voltage applied. For the purposes of these descriptions, a state in which one contact side of a relay is closed is described as an "on" state, and a state in which the contact side is open is described as an "off" state.

[0027] As an example, the parking brake release detection circuit 40 includes: a PBR (parking brake relay) relay 41; PBR contacts 42 and 43 controlled on / off by electrically energizing the PBR relay 41; a PBRR (parking brake release relay) A relay 44 connected to the PBR contact 42 in series; a PBRR (parking brake release relay) B relay 45 connected to the PBR contact 43 in series and connected to the PBRRA relay 44 in parallel; a PBRR contact 46 controlled on / off by the PBRRA relay 44 and the PBRRB relay 45; and the reset contact 47, which is connected in series with the PBR contact 43 and is on / off controlled by electrically energizing a reset relay 28.

[0028] The train information management device 50 comprises the input photocoupler 51, the output contact 52, and the train information management unit 53. The input photocoupler 51 monitors the state of an interrupter using a power supply from the train information management device 50. The output contact 52 is located between the PBN 21a and the parking brake control solenoid valve 14. When the output contact 52 is energized, the parking brake control solenoid valve 14 is powered, allowing the parking brake 12 to be released.

[0029] Then, when the PBCN is manually turned on, a voltage is applied to the PBCR relay by the battery 25 and the PBCR contact is closed. While a vehicle power supply is turned off, a voltage is applied to the parking brake control solenoid valve 14. The parking brake release detection circuit 40 includes first to third relays and first to fourth contacts. One end of each of the PBR relay 41, which is the first relay, the PBR contact 42, which is the first contact, and the reset contact 47, which is the second contact, are connected to a line 26. The PBR contact 42, which is the first contact, and the PBRRA relay 44, which is the second relay, are connected in series. The reset contact 47, which is the second contact, the PBR contact 43, which is the third contact, and the PBRRB relay 45, which is the third relay, are connected in series in this order.The PBR contact 42, which is the first contact, is on when the PBR relay 41, the first relay, is energized and is off when the PBR relay 41 is not energized. The reset contact 47, which is the second contact, is on when the stored contents of the parking brake control solenoid valve energization detection storage unit 16 are reset. The PBR contact 43, which is the third contact, is off when the PBR relay 41, the first relay, is energized and is on when the PBR relay 41 is not energized. The PBRR contact 46, which is the fourth contact, is on when the PBRRA relay 44, the second relay, is energized and is off when the PBRRB relay 45, the third relay, is energized.When operation of the train 6 ends and a vehicle power supply is turned off by manual operation of a human operator, the PBR contact 42 and the PBRR contact 46 are turned off, the PBR contact 43 is turned on, and the reset contact 47 is turned off. Thereafter, when the vehicle power supply is turned on, the on-board control unit 33 reads an on / off state of the PBRR contact 46, thereby making it possible to detect a release of the parking brake 12 during a period between turning on and turning off the vehicle power supply.

[0030] First, a description is given for a case in which the parking brake does not release while the vehicle power supply is switched off. If the vehicle power supply is switched on, the train information management unit 50 and the on-board control unit 30 are on. A voltage is applied to a power supply line V. H (High voltage) of the vehicle power supply, which is in Fig. As shown in Figure 4, the PBCN 21b is off and the PBN 21a is on. The PBCR contact 22 is open. While the parking brake is operated, no voltage is applied to the PBR relay 41 and the PBR contact 42 is open. The PBR contact 43 is on. Because a voltage is applied to the power supply line V H , which in Fig. As shown in Figure 4, when the reset relay 28 is connected to the on-board control unit 30, is electrically powered and the reset contact 47 is closed.

[0031] Then, when the vehicle power supply is turned off by a manual operation of a human operator, thus turning off the train information management device 50 and the on-board control device 30, no voltage is applied to the reset relay 28, and therefore the reset contact 47 is turned off. Furthermore, since the output contact 52 of the train information management device 50 also remains open, no voltage is applied to the PBR relay 41 and the PBRRA relay 44, and the PBRR contact 46 is maintained in a turned-off state.

[0032] Subsequently, when the vehicle power supply is switched on by a human operator, thereby activating the train information management unit 50 and the on-board control unit 30, the on-board control unit 33 reads an on / off state of the PBRR contact 46. In a specific example, a light-emitting diode is connected in a forward direction to a portion of the brake release detection circuit input photocoupler 31, which is connected in series with a high-voltage side of the PBRR contact 46, with the section connected to the PBRR contact 46. By detecting whether or not light is emitted from this light-emitting diode on a light-receiving side of the brake release detection circuit input photocoupler 31, the on-board control unit 33 reads an on / off state of the PBRR contact 46.Because the parking brake 12 did not release at this time, the PBRR contact 46 is off and no current flows to a light-emitting side of the brake release detection circuit input photocoupler 31. Therefore, a light detection signal is not detected on the light-receiving side and the on-board control unit 30 recognizes that the parking brake did not release while the vehicle power supply is switched off.

[0033] After reading the on / off of the PBRR contact 46 in the manner described above, the on-board control unit 33 energizes the reset relay 28 in the manner described later through the reset output photocoupler 32. When the reset relay 28 is energized, the reset contact 47 is turned on, and in a situation where the PBR contact 43 is also on due to an initial setting, the PBRRB relay 45 is energized. When the PBRRB relay 45 is energized, the PBRR contact 46 is turned off.

[0034] Next, a description will be given for a case where the parking brake release occurs while the vehicle power supply is turned off. First, as in the case where the parking brake release does not occur when the vehicle power supply is turned on and the train information management device 50 and the on-board control device 30 are turned on, a voltage is applied to the power supply line V H charged, which in Fig. Figure 4 shows the PBCR contact 22, which is held open unless the PBCN is manually switched on. When the vehicle power supply is switched on, the parking brake is controlled by the output contact 52 of the train information management unit 50. When the contact is closed, the PBR relay is on, the PBRRA relay is on, and the PBRR contact is closed. When output contact 52 is open, the PBR relay is on, the PBRRA relay is on, and the PBRR contact is on. When the contact is open, the PBR relay is off, the PBRRB relay is on, and the PBRR contact is open. Then, when the train information management unit 50 and the on-board control unit 30 are switched off, the reset relay 28 is not energized, and thus the reset contact 47 is off, and the PBRR contact 46 is kept in an off state.

[0035] To release the parking brake while the vehicle's power supply is off, it is necessary to manually switch on the PBCN relay. In this case, the PBCR relay is switched on and its contact is opened. Furthermore, the PBR relay is switched on, voltage is applied to the PBRRA relay, and its contact is closed. To release the parking brake while the vehicle's power supply is off, it is necessary to manually switch off the PBCN relay. In this case, the PBCR relay is switched off and its contact is closed. Additionally, in this situation, the PBR relay is switched off, but its reset contact is opened, so no voltage is applied to the PBRRB relay, thus maintaining a closed state for the PBRR contact.

[0036] Therefore, when the train information management unit 50 and the on-board control unit 30 are switched on, the on-board control unit 33 reads an on / off state of the PBRR contact 46. In this example, the PBRR contact 46 is on as described above. Therefore, current flows to the light-emitting side of the brake release detection circuit input photocoupler 31 to cause light emission, and the emitted light is received by the light-receiving side, thereby detecting a light-sensing signal on the light-receiving side. Consequently, the on-board control unit 30 detects the release of the parking brake while the vehicle power supply is switched off.

[0037] As described above, the on-board control unit 33 reads the on / off state of the PBRR contact 46 and then causes the light-emitting side of the reset output photocoupler 32 to emit light. This causes the light-receiving side to receive this emitted light, bringing it into a energized state, thereby energizing the reset relay 28. When the reset relay 28 is energized, the reset contact 47 is turned on, and if the PBR contact 43 is also on, the PBRRB relay 45 is energized. When the PBRRB relay 45 is energized, the PBRR contact 46 is off.

[0038] Fig. Figure 6 shows a flowchart illustrating a parking brake release detection operation in the present embodiment. First, a vehicle power supply is switched on (S10) and initialization is performed (S11). After initialization, the on-board control unit 30 determines whether the PBRR contact 46 is on or off (S12). The detection of the PBRR contact 46's state is performed using a photocoupler as described above, for example. In a case where the PBRR contact 46 is off (NO at S12), the parking brake has not released while the vehicle power supply is switched off, and the train has not moved after the on-board control unit 30 is switched off. Therefore, the position information stored in the on-board control unit 30 is accurate. Accordingly, an indication that the position has been determined is displayed.was determined, displayed on the display unit 34 of the on-board control unit 30 (S13).

[0039] In a case where the PBRR contact 46 is open (YES at S12), the parking brake has released and the train has moved after the on-board control unit 30 was switched off. Therefore, the position information stored in the on-board control unit 30 is inaccurate. Accordingly, the position information stored in the on-board control unit 30 is discarded (S14) and an indication that the position is undecided or indeterminate is displayed on the display unit 34 of the on-board control unit 30 (S15). The display unit 34 is described later. Afterward, the reset relay 28 is energized as described above (S16) and the reset contact 47 is switched on (S17). Then the train 6 is towed to a position of a ground element, so that the on-board control unit 30 acquires position information of the train 6 (S18) and operation of the train 6 is started (S19).After operation has ended, train 6 is held or remains stationary overnight, and the vehicle power supply is switched off manually by a human operator (S20). The process then returns to S10, and the parking brake release detection circuit 40 switches off the vehicle power supply at S20 and subsequently resumes the detection of a release of the parking brake 12 according to the procedure described in [reference missing]. Fig. The process shown in section 6 continues after the vehicle power supply is switched off until the vehicle power supply is switched on manually by a human operator at S10 the next time.

[0040] Fig. Figure 7 shows a representation that reproduces a screen example 34a, which is displayed on the display unit 34 of the on-board control unit 30 at S15 in Fig. 6 is displayed. The screen example 34a, which is in Fig. Figure 7 indicates that the train position information stored in the on-board control unit 30 is invalid. Because the position information of train 6 is undecided or indeterminate in this state, a train radio system cannot be operated. To operate the train radio system, position information is again acquired by moving train 6 to a ground element. Generally, a ground element is present at one output and one input of a storage track, which is used to store train 6. Therefore, it is sufficient to use this ground element to acquire accurate position information.

[0041] Fig. Figure 8 shows a representation of a screen example that appears on the display unit 34 of the on-board control unit 30 at S13 of the Fig. 6 is displayed. In a screenshot example 34b1, in Fig. Figure 8 indicates that position information is being read, and screen example 34b2 following this indicates that a train position has been decided or determined. Because the train position is decided or determined in this state, the train radio system can be operated. In this way, if battery 25 is switched on while PBRR contact 46, which is the fourth contact, is deactivated, the on-board control unit 33 displays a message indicating that position information is invalid.

[0042] The on-board control unit 33 of the on-board control device 30 has at least a processor, a memory and an input / output interface, and an operation thereof can be realized by software. Fig. Figure 9 shows a diagram illustrating a general configuration of hardware for implementing these devices. A device used in Fig.9, comprises a processor 200, a memory 201, and an input / output interface 202, which are connected to each other via a bus 203. The processor 200 performs calculations and executes control based on software using input data. The memory 201 stores therein the input data or data required for calculating and controlling the processor 200. The input / output interface 202 receives at least signals from the brake release detection circuit input photocoupler 31 and the reset output photocoupler 32 and transmits display screen data generated by the processor 200 to the display unit 34. Modification can be made to have two or more processors, each corresponding to the processor 200, and to have two or more memories, each corresponding to the memory 201.The train information management unit 53 can also be implemented by configuring a processor, a memory and an input / output interface, similar to the on-board control unit 33.

[0043] As described above, according to the present embodiment, an on-board control unit 33 can detect whether the parking brake 12 has been released while the vehicle power supply is switched off by reading the state of the PBRR contact 46 in the parking brake control solenoid valve energizing detection memory unit 16 when the vehicle power supply is switched on. Therefore, each of the on-board devices 20 and 20a of the train 6 can determine whether or not the train position information stored in the on-board device 20 or 20a is accurate. Thus, the on-board devices can control the operation of the train 6 in such a way that the train radio system is started when the train position information is accurate and not started when the train position information is inaccurate.

[0044] According to the present embodiment, devices can be further simplified compared to a method in which a train ID oscillator equipped on a train and a ground ID detecting device constantly communicate with each other to update position information in a conventional technique. Therefore, it is possible to detect movement of a train from a state where a vehicle power supply is turned off while suppressing an increase in cost. Furthermore, because communication is not constantly performed, power consumption of a battery can be minimized. Therefore, a battery capacity can be kept smaller.

[0045] The present invention is not limited to the configuration described in the present embodiment, but can be applied to any configuration capable of operating a component part for controlling a parking brake and for holding a detection result indicating that the parking brake has been switched off by the component part controlling this parking brake, even when a power supply is switched off.

[0046] In the present embodiment, a storage track in a station can be seen as an example of a place to store a train, but this is an example without limitation. The entire section in which a train is controlled by the train radio system can be used as the place where a train is to be stored.

[0047] According to the present embodiment, it is possible to detect whether or not the parking brake has been released. Therefore, the embodiment can prevent the detection of movement of the train due to wandering or rolling of a train that is stationary or has been left overnight, thus improving safety. List of reference symbols

[0048] 1 Rail train management unit; 2 Train radio system network; 3A, 3B, 3C, 3D Ground control unit; 4A, 4B, 4C, 4D Base network; 5a, 5b, 5c, 5d, 5e, 5f, 5g, 5h Radio base station; 6 Train; 6A, 6B Vehicle; 7 Track; 8a, 8b, 8c, 8d, 8e, 8f Ground element; 10, 40 Parking brake release detection circuit; 11 Wheel; 12 Parking brake; 14 Parking brake control solenoid valve; 15 Parking brake control solenoid valve energizing detection unit; 16 Parking brake control solenoid valve energizing detection storage unit; 20, 20a On-board equipment; 21a, 27a PBN; 21b, 27b PBCN; 22 PBCR contact; 23 PBCR relay; 25 Battery; 26 Wire; 28 Reset relay; 30 On-board control unit; 31 Brake release detection circuit input photocoupler; 32 Reset output photocoupler; 33 On-board control unit; 34 Display unit; 34a, 34b1, 34b2 Screen example; 41 PBR relay; 42, 43 PBR contact; 44 PBRRA relay; 45 PBRRB relay; 46 PBRR contact; 47 Reset contact;50 Train information management device; 51 Input photocoupler; 52 Output contact; 53 Train information management unit; 100 Train radio system; 200 Processor; 201 Memory; 202 Input / output interface; 203 Bus.;

Claims

[1] An on-board device (20, 20a) installed in a train (6) having a battery capable of supplying electric power when a vehicle power supply is turned off, a parking brake (12) for locking a wheel when the train is stopped, and a parking brake control solenoid valve (14) to be energized by power supplied from the battery when the parking brake (12) is released, and which, even when the vehicle power supply is turned off, secures position information of the train (6) stored when the vehicle power supply is turned on, wherein the on-board device (20, 20a) has a parking brake release detection circuit (10) comprising: a parking brake control solenoid valve energization detection unit (15) for detecting energization of the parking brake control solenoid valve (14) when the vehicle power supply is turned off; and a parking brake control solenoid valve energization detection storage unit (16) for storing a result of detection therein until stored contents are reset. [2] On-board device (20, 20a) according to claim 1, wherein one end of the parking brake control solenoid valve (14) is connected to a line (26) serving as a power path from the battery when the parking brake (12) is released and while the vehicle power supply is turned off, the parking brake release detection circuit (10) has first to third relays (41, 44, 45) and first to fourth contacts (42, 47, 43, 46), one end of each of the first relay (41), the first contact (42) and the second contact (47) is connected to the line (26), the first contact (42) and the second relay (44) are connected in series, the second contact (47), the third contact (43) and the third relay (45) are connected in series in this order, the first contact (42) is switched on when the first relay (41) is energized and is switched off when the first relay (41) is not energized, the second contact (47) is switched on when stored contents of the parking brake control solenoid valve energization detection storage unit (16) are reset, the third contact (43) is switched off when the first relay (41) is energized and switched on when the first relay (41) is not energized, and the fourth contact (46) is switched on when the second relay (44) is energized and is switched off when the third relay (45) is energized. [3] A display device equipped in an on-board control device (30) provided in the on-board device (20, 20a) according to claim 2, on which an indication that the position information is invalid is displayed when the vehicle power supply is turned on while the fourth contact (46) is in an on state. [4] A method for detecting a release of a parking brake using the parking brake release detection circuit (10) provided in the on-board device (20, 20a) according to claim 2, the method comprising the following steps: a step of providing power (26) to a line serving as a power path from the battery and energizing the first relay (41) when the parking brake (12) is released while the vehicle power supply is turned off; a step of turning on the first contact (42) and turning off the third contact (43) by energizing the first relay (41); a step of switching on the fourth contact (46) by energizing the second relay (44) and maintaining an on state of the fourth contact (46) until the third relay (45) is energized; and a step of turning off the fourth contact (46) by energizing the third relay (45), which is caused by turning on the second contact (47).

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