ON-BOARD SYSTEM AND TRANSPORT VEHICLE MAINTENANCE PROCEDURES

Abstract

On-board system (1000) provided in a transport vehicle (C10, C10B) which is elongated and travels along a previously provided route (RL1), the on-board system (1000) comprising u (where u is a natural number of 4 or greater) pieces of control parts (10), where each of the u-pieces of control parts (10) has a function of performing a first process for controlling the travel of the transport vehicle (C10, C10B), wherein the U-pieces of control parts (10) have: a main control part (Mc) which is a control part (10) that performs the first process; and three or more control parts (10) excluding the main control part (Mc) of the u-pieces of control parts (10), wherein each of the three or more control parts (10) does not execute the first process during a period during which the main control part (Mc) executes the first process, and the three or more control parts (10) perform a plurality of types of maintenance processes in a distributed manner in the period during which the first main control part (Mc) performs the first process.

Description

Technical area

[0001] The present invention relates to an on-board system that controls a transport vehicle for transporting people and a transport vehicle maintenance method. background

[0002] In recent years, various techniques have been developed related to a transportation vehicle, such as a train. For example, Japanese Patent Application Laid-Open No. JP 2011-120385 A discloses a technique for extending the service life of a primary battery mounted to drive a train-mounted sensor (hereinafter referred to as "related art A").

[0003] More specifically, in related prior art A, a device failure is detected by detecting the temperature and vibration of a device installed under the floor of a car using the sensor. Furthermore, in related prior art A, the sensor collects data less frequently in a non-critical area.

[0004] JP H01 214 202 A discloses that when a central processing unit is in operation and a train is operated with a cab terminal at the front, a traction start command is transmitted from the cab terminal or an ATC / ATO terminal to the central processing unit via an information transmission path. When the train is operated with a cab terminal at the front, a traction start signal command is transmitted from the cab terminal or an ATC / ATO terminal to the central processing unit. The central processing unit processes the on / off command information and provides final on / off commands to the vehicle control terminals for the respective vehicles. If an abnormality occurs in the central processing unit, the command is switched over to the central processing unit.

[0005] The publication US 2013 / 0 289 807 A1 shows a system and method that may include a propulsion system and a braking system on each locomotive, a transceiver for communication between the locomotives, and sensors for detecting the operating conditions on the locomotive. A processor receives the detected operating conditions, transmits information including the detected operating conditions to the other locomotive, determines a propulsion or braking value or command based on the detected operating conditions, preselected criteria, and the information received from the other locomotive, and outputs the propulsion or braking value or command. Brief descriptionProblem to be solved by the invention

[0006] A conventional system of a transport vehicle typically includes two control parts for performing a process for controlling the travel of the transport vehicle (hereinafter referred to as the "travel control process"). Typically, among the two control parts, one of the two control parts performs the travel control process, while the other of the two control parts is on standby. Therefore, the conventional system has a problem in that the other control part is not effectively utilized. The related prior art A cannot solve this problem.

[0007] The present invention has been made to solve such a problem, and as an object of the present invention, to provide an on-board system and the like capable of effectively utilizing, in the configuration in which a transport vehicle has two control parts, a control part that does not perform a process for controlling travel of the transport vehicle. Means of solving the problem

[0008] To achieve the above-mentioned object, an on-board system according to one aspect of the present invention is provided on a transport vehicle that is elongated and travels along a pre-established route. The on-board system includes u (where u is a natural number of 4 or more) pieces of control parts. Each of the u pieces of control parts has a function of performing a first process for controlling the travel of the transport vehicle. The u pieces of control parts (10) include: a main control part, which is a control part (10) that performs the first process; and three or more control parts (10) excluding the main control part among the u pieces of control parts (10). Each of the three or more control parts does not perform the first process during a period during which the main control part performs the first process.The three or more control parts execute a plurality of types of maintenance processes for performing maintenance of the transport vehicle in a distributed manner in the period during which the main control part executes the first process. Effects of the invention

[0009] In the present invention, the onboard system includes u (where u is a natural number of 4 or more) pieces of control parts. Each of the u pieces of control parts has the function of performing the first process for controlling the travel of the transport vehicle. During a period during which the main control part, which is a control part of the u pieces of control parts that performs the first process, performs the first process, each of the three or more control parts of the u pieces of control parts does not perform the first process. During the period during which the main control part performs the first process, the three or more control parts perform a plurality of types of maintenance processes for performing maintenance of the transport vehicle in a distributed manner.

[0010] Therefore, in the configuration in which a transport vehicle has two control parts, the control part that performs the process of controlling the travel of the transport vehicle can be effectively utilized.

[0011] The objects, characteristics, aspects and advantages of the present invention will become more apparent from the following detailed description and the accompanying drawings. Short description of the drawings Fig. 1 shows the configuration of a maintenance system according to a first embodiment of the present invention. Fig. 2 is a block diagram showing the configuration of an onboard system according to the first embodiment of the present invention. Fig. 3 shows an exemplary process allocation table according to the first embodiment of the present invention. Fig. 4 shows an example representative value rule table. Fig. 5 shows an example state data table. Fig. Figure 6 shows a flowchart of a representative value specification process. Fig. 7 shows a flowchart of a data transfer preparation process. Fig. 8 is a block diagram showing the configuration of a maintenance system according to a second embodiment of the present invention. Fig. 9 shows an exemplary process allocation table according to the second embodiment of the present invention. Fig. 10 shows other exemplary process allocation tables according to the second embodiment of the present invention. Fig. 11 shows the configuration of a maintenance system according to a third embodiment of the present invention. Fig. 12 is a block diagram showing the configuration of an onboard system according to a third embodiment of the present invention. Fig. 13 is a block diagram showing the configuration of a maintenance system according to a fourth embodiment of the present invention. Fig. 14 shows an exemplary process allocation table according to the fourth embodiment of the present invention. Fig. 15 shows an exemplary representative value control table according to a fifth embodiment of the present invention. Fig. 16 is a block diagram showing the configuration of a maintenance system according to a first modification. Fig. 17 is a block diagram showing the configuration of a maintenance system according to a third modification. Fig. Figure 18 shows a block diagram illustrating the characteristic functional configuration of the on-board system. Fig. 19 shows a flowchart of a transport vehicle maintenance procedure. Fig. 20 shows a hardware configuration diagram of the on-board system. Description of embodiments

[0012] A description of embodiments of the present invention will be given below with reference to the drawings. In the drawings referred to below, identical components are designated by identical reference numerals. The name and function of these components designated by identical reference numerals are the same. Accordingly, a detailed description of some of the components designated by identical reference numerals may be omitted. <Erste Ausführungsform>

[0013] Fig. 1 shows the configuration of a maintenance system 5000 according to a first embodiment of the present invention. Note that for the sake of simplicity Fig. 1 also shows the configuration that is not included in the maintenance system 5000 (for example, a transport vehicle C10, a route RL1 and the like).

[0014] The transport vehicle C10 is a vehicle for transporting people. The transport vehicle C10 is, for example, a train. The shape of the transport vehicle C10 is elongated. The transport vehicle C10 travels along the pre-determined route RL1. The transport vehicle C10 normally travels in a direction DR1. Note that depending on the situation of the transport vehicle C10, the transport vehicle C10 travels in a direction DR2.

[0015] The transport vehicle C10 consists of m sections of carriage C1. "m" is a natural number of 2 or greater. The m sections of carriage C1 are linearly coupled to each other.

[0016] Hereinafter, one end of the transport vehicle C10 is also referred to as the "end Eda." Furthermore, the wagon C1 corresponding to the end Eda of the transport vehicle C10 is also referred to as the "wagon C1a."

[0017] Furthermore, the other end of the transport vehicle C10 is also referred to as the "end Edb." Furthermore, the wagon C1 corresponding to the end Edb of the transport vehicle C10 is also referred to as the "wagon C1b." Furthermore, among the m-pieces of wagon C1, a wagon C1 between wagon C1a and wagon C1b is also referred to as "wagon C1n."

[0018] The maintenance system 5000 includes an onboard system 1000 and a ground system 2000. The ground system 2000 is deployed on the ground. The onboard system 1000 and the ground system 2000 communicate with each other via wireless communication.

[0019] The onboard system 1000 performs the various processes, which will be described later, on the transport vehicle C10. The onboard system 1000 is provided on the transport vehicle C10. This means that the onboard system 1000 travels along the route of the transport vehicle C10.

[0020] The on-board system 1000 has m pieces of control units Ut. The m pieces of control units Ut are each provided on the m pieces of car C1. In other words, the control unit Ut is provided on each of the m pieces of car C1.

[0021] The m-units of control units Ut are configured to communicate with each other via a communication cable (not shown). For example, the m-units of control units Ut are daisy-chained via a communication cable. Note that the m-units of control units Ut can be configured to communicate with each other via wireless communication.

[0022] Hereinafter, the control unit Ut provided on the carriage C1 will also be referred to as the "control unit Uta." Furthermore, the control unit Ut provided on the carriage C1b will also be referred to as the "control unit Utb." Furthermore, the control unit Ut provided on the carriage C1n will also be referred to as the "control unit Utn."

[0023] Fig. Fig. 2 is a block diagram illustrating the configuration of the on-board system 1000 according to the first embodiment of the present invention. Note that for the sake of easier understanding of the configuration, the Fig. 2 only three control units Ut. The three control units Ut are the control unit Uta, the control unit Utb and the control unit Utn.

[0024] First, a description of the configuration of the control unit Uta will be given. Hereinafter, a main control unit will also be referred to as the "main control unit." The control unit Uta includes a control section 10, a car control section 20, a communication section 30, a sensor SN1, a brake BK, an air conditioning device AC1, an ATC (Automatic Train Control) 40, and a main control unit 50.

[0025] Note that the control unit Uta is provided on the carriage C1a corresponding to the end Eda of the transport vehicle C10. This means that the control unit Uta is provided at the end Eda of the transport vehicle C10. Accordingly, the control part 10 of the control unit Uta is provided at the end Eda.

[0026] The control part 10 has the function of controlling the components provided in the on-board system 1000. Furthermore, the control part 10 performs various types of processes, which will be described later. The control part 10 is, for example, a processor such as a CPU (central processing unit). The control part 10 includes a memory (not shown).

[0027] The control part 10 has the function of performing a process MVPr for controlling the travel of the transport vehicle C10. The process MVPr includes, for example, a process for exercising control to cause the stopped transport vehicle C10 to travel. The process MVPr includes, for example, a process for exercising control to cause the transport vehicle C10 to stop.

[0028] Furthermore, the control part 10 has a function of executing a maintenance process MtPr for performing maintenance on the transport vehicle C10. Details of the maintenance process MtPr will be described later.

[0029] The control part 10 includes a maintenance part 11. The maintenance part 11 is, for example, a program module executed by the control part 10. Note that the maintenance part 11 can be configured using dedicated hardware. The maintenance part 11 has the function of performing the maintenance process MtPr.

[0030] Hereinafter, the location where the transport vehicle C10 is positioned is also referred to as the "location Lc." The location Lc is represented in longitude and latitude. Note that the location Lc is not limited to longitude and latitude. The location Lc can be represented, for example, by the distance from a specific location (e.g., the originating station) on route RL1.

[0031] Furthermore, the control part 10 has the function of detecting the location Lc. When detecting the location Lc, a known location measurement method using GPS (Global Positioning System) or the like is used. Specifically, the control part 10 continuously performs a location detection process. During the location detection process, the control part 10 arbitrarily detects the location Lc.

[0032] The air conditioning device AC1 has the function of controlling an interior temperature Tmp. The interior temperature Tmp is the temperature of the air inside the car C1 in which the air conditioning device AC1 is provided. The air conditioning device AC1 is configured to deliver cool air or warm air as needed. Furthermore, the air conditioning device AC1 arbitrarily detects the interior temperature Tmp.

[0033] The brake BK has the function of performing a stop operation, a deceleration operation, and the like. The stop operation is a process for stopping the carriage C1 in which the brake BK is provided. Furthermore, the deceleration operation is a process for decelerating or braking the carriage C1 in which the brake BK is provided.

[0034] The stopping and deceleration processes are each processes in which pressure is applied to the wheels of the carriage C1. The brake BK has a cylinder (not shown).

[0035] During the period of time during which the brake BK is performing the stopping or decelerating process, pressure is applied to the cylinder. The pressure applied to the cylinder during the period during which the brake BK is performing the stopping or decelerating process is also referred to as "pressure Prs." The brake BK measures the pressure Prs in any way.

[0036] Sensor SN1 communicates with the air conditioning unit AC1 and the brake BK. Sensor SN1 receives the last interior temperature Tmp measured by the air conditioning unit AC1. Furthermore, sensor SN1 receives the last pressure Prs measured by the brake BK.

[0037] Note that the interval at which sensor SN1 samples the pressure Prs is shorter than the interval at which sensor SN1 samples the internal temperature Tmp. This means that the sample cycle of the pressure Prs is shorter than the sample cycle of the internal temperature Tmp.

[0038] Hereinafter, the state of the transport vehicle C10 is also referred to as the "state StC." The state StC is also the state of each of the cars C1. The state StC corresponds, for example, to the internal temperature Tmp. Furthermore, the state StC corresponds, for example, to the pressure Prs. Hereinafter, the data representing the state StC is also referred to as the "state data StD" or "StD."

[0039] The state data StD is, for example, the data representing the internal temperature Tmp. Furthermore, the state data StD is, for example, the data representing the pressure Prs.

[0040] While the details will be given later, the car control part 20 performs a process of handling the status data StD. The communication part 30 has the function of communicating with the ground system 2000 via wireless communication.

[0041] The ATC 40 has the function of performing a process of automatically controlling the travel of the carriage C1 (hereinafter also referred to as the "AtPr process"). The main control unit 50 has the function of performing a process of adjusting the speed of the carriage C1 (hereinafter also referred to as the "SpPr process"). Each of the AtPr process and the SpPr process is a process related to the travel of the transport vehicle C10.

[0042] Note that the configuration of control unit Utb is similar to the configuration of control unit Uta. This means that control unit Utb includes control section 10, which has the function of performing process MVPr. Therefore, on-board system 1000 includes two control sections 10. This means that control section 10 is configured to be redundant.

[0043] Furthermore, the control unit Utb is provided on the carriage C1b corresponding to the end Edb of the transport vehicle C10. This means that the control unit Utb is provided at the end Edb of the transport vehicle C10. Therefore, the control part 10 of the control unit Utb is provided at the end Edb.

[0044] Next, a description of the configuration of the control unit Utn is given. The control unit Utn differs from the control unit Uta in that it does not include the control section 10, the communication section 30, the ATC 40, and the main control unit 50. The rest of the configuration and function of the control unit Utn are similar to those of the control unit Uta, and therefore, a detailed description thereof will not be repeated.

[0045] Note that the control unit Utn may include a speed control device that controls the travel speed of the carriage C1. The speed control device is, for example, a device that performs variable voltage variable frequency control (a VVVF inverter). Furthermore, the control unit Utn may include a static inverter (SIV).

[0046] Corresponding carriage control parts 20 of the m-pieces of control units Ut are configured to be able to communicate with each other via a communication cable (not shown). For example, corresponding carriage control parts 20 of the m-pieces of control units Ut are daisy-chained via a communication cable. Furthermore, in each of the carriages C1a and C1b, the carriage control part 20 is configured to be able to communicate with the control part 10.

[0047] Next, a description of the operation of each of the control units Ut is given. With reference to Fig. 1 and Fig. 2, each control unit Utn executes the state data transmission process. In the state data transmission process, each time the sensor SN1 receives the current pressure Prs, the sensor SN1 transmits state data StD representing the pressure Prs to the car control part 20. Furthermore, in the state data transmission process, each time the sensor SN1 receives the current internal temperature Tmp, the sensor SN1 transmits the state data StD representing the internal temperature Tmp to the car control part 20.

[0048] Hereinafter, the control part 10 of the control unit Uta will also be referred to as the "control part 10a." Furthermore, the control part 10 of the control unit Utb will also be referred to as the "control part 10b." Furthermore, the carriage control part 20 of the control unit Uta will also be referred to as the "carriage control part 20a." Furthermore, the carriage control part 20 of the control unit Utb will also be referred to as the "carriage control part 20b."

[0049] The carriage control section 20 of each control unit Utn transmits at least a portion of the received status data StD to the control section 10a and the control section 10b at the elapse of a predetermined time (periodically). The predetermined time is, for example, 100 msec.

[0050] Note that each time the car control part 20 receives the state data StD from each control unit Utn, the car control part 20 can transmit state data StD to the control part 10a and the control part 10b.

[0051] Furthermore, the above-described status data transmission process is performed in each of the control units Uta and the control unit Utb. Therefore, the carriage control section 20a and the carriage control section 20b receive at least a piece of status data StD.

[0052] The carriage control part 20a transmits the received at least one piece of status data StD to the control part 10a every elapse of a predetermined time. The predetermined time is, for example, 100 ms. Furthermore, the carriage control part 20b transmits the received at least one piece of status data StD to the control part 10b every elapse of a predetermined time.

[0053] Note that the carriage control part 20a may transmit the state data StD to the control part 10a each time the carriage control part 20a receives the state data StD. Furthermore, the carriage control part 20b may transmit the state data StD to the control part 10b each time the carriage control part 20b receives the state data StD.

[0054] Each of the control part 10a and the control part 10b manages the received pieces of the state data StD.

[0055] From here on, the maintenance process MtPr will be referred to simply as "MtPr." Furthermore, the process MVPr will be referred to simply as "MVPr."

[0056] The process that each of the control part 10a and the control part 10b performs is set according to a predetermined process execution rule Ru1. Fig. 3 shows an example process allocation table TB1 representing the process execution rule Ru1.

[0057] The onboard system 1000 has a plurality of types of process modes. Each process mode is a mode in which a specific component performs a predetermined process.

[0058] With reference to the Fig. 3 shows the process allocation table TB1 for process modes A and B. For example, in process mode A, it is determined that the control part executing the process MVPr is the control part 10a. Furthermore, in process mode A, it is determined that the control part executing the maintenance process MtPr is the control part 10b.

[0059] Furthermore, in process mode B, it is determined that the control part that executes the maintenance process MtPr is the control part 10a. Furthermore, in process mode B, it is determined that the control part that executes the process MVPr is the control part 10b. For example, in the on-board system 1000, in process mode B, the control part 10a executes a maintenance process MtPr, and the control part 10b executes the process MVPr.

[0060] The process mode of the on-board system 1000 is set based on, for example, the process execution rule Ru1 (the process allocation table TB1) contained in Fig. 3. For example, if car C1a is the first car, the process mode of the on-board system 1000 is set to process mode A.

[0061] For example, in the onboard system 1000, in process mode A, the control part 10a executes the process MVPr. Furthermore, in the onboard system 1000, in process mode A, during a period in which the control part 10a executes the process MVPr, the control part 10b executes the maintenance process MtPr. Note that during the period in which the control part 10a executes the process MVPr, the control part 10b does not execute the process MVPr. This means that the process MVPr is executed exclusively by the control part 10a or the control part 10b.

[0062] Furthermore, for example, when the car C1a is the last car, the process mode of the on-board system 1000 is set to process mode B. This means that the process mode of the on-board system 1000 changes according to a change in the traveling state of the transport vehicle C10.

[0063] Here, it is assumed that the process mode of the on-board system 1000 has changed from the process mode A to the process mode B. In this case, the on-board system 1000 switches, among the two control parts 10, between the control part for performing the process MVPr and the control part for performing the maintenance process MtPr.

[0064] Specifically, when the process mode of the on-board system 1000 has changed from process mode A to process mode B, the control part 10a executes the maintenance process MtPr, and the control part 10b executes the process MVPr. Thus, the control part 10 that executes the process MVPr and the control part 10 that executes the maintenance process MtP are dynamically switched.

[0065] Hereinafter, the control part 10 that executes the MVPr process or the control part 10 that is to execute the MVPr process is also referred to as the "main control part Mc." The main control part Mc is the control part 10a or the control part 10b. The main control part Mc executes the MVPr process based on each of the status data StD received from each of the control units Ut.

[0066] Furthermore, the control part 10 that does not execute the process MVPr is also referred to as the "standby control part Wc." The standby control part Wc is the control part 10a or the control part 10b. Furthermore, the memory provided by the standby control part Wc is also referred to as the "memory Mr." Further, the maintenance part 11 provided in the standby control part Wc is also referred to as the "maintenance part Wm."

[0067] Note that the standby control part Wc (the maintenance part Wm) continuously performs the location acquisition process described above. Accordingly, the standby control part Wc constantly acquires the current location Lc. While details will be described later, in a representative value specification process described later, the standby control part Wc (the maintenance part Wm) adds the current location Lc to each state data StD received from each of the control units Ut and stores the state data StD in the memory Mr.

[0068] Note that the control part 10 transmits the state data StD stored in the memory Mr to the ground system 2000 as necessary.

[0069] Note that, assuming that all pieces of state data StD for an object whose sampling cycle is short (for example, the pressure Prs) are stored in the memory Mr, the following problems arise.

[0070] For example, the amount of accumulated data in the memory Mr (on-board system 1000) becomes enormous. Another problem is that the transmission cycle of the state data StD becomes short, which increases the load on the communication part 30, causing the transmission of the state data StD to fail.

[0071] Accordingly, the standby control part Wc executes the representative value specification process. The representative value specification process is the maintenance process MtPr. The representative value specification process is a process for specifying the representative value from a plurality of values ​​represented by a plurality of pieces of state data StD that the standby control part Wc has received over a certain period of time Tn. The representative value corresponds to the average value, the maximum value, the median value, or the like of a plurality of values.

[0072] In the representative value specification process, the standby control part Wc processes the state data StD according to a representative value rule table TB2, which will be described later and which represents a representative value rule Ru2. The representative value rule Ru2 represents a rule for specifying the representative value.

[0073] Hereinafter, the pressure Prs is simply referred to as "Prs." Furthermore, the indoor temperature Tmp is also simply referred to as "Tmp." Furthermore, the state data StD representing the pressure Prs is also referred to as the "state data StDp" or "StDp." Furthermore, the state data StD representing the indoor temperature Tmp is also referred to as the "state data StDt" or "StDt."

[0074] Fig. 4 shows an example representative value rule table TB2. With reference to the Fig. 4, the "target data" is the state data StD, which is the target of the process. The "duration Tn" is the time period corresponding to the calculation of the representative value. The "calculation method" is the method for calculating the representative value. For example, if the "calculation method" is the "average value," the average value of a plurality of values ​​is specified as the representative value.

[0075] Furthermore, in the representative value rule table TB2, the "Priority" represents the priority for processing the state data StD. In the representative value rule table TB2, if the "Priority" value is smaller, the state data StD has a higher processing priority corresponding to the "Priority." This means that if the "Priority" value is smaller, the state data StD is processed with a higher priority according to the "Priority." The representative value rule table TB2 shows that the state data StDp is processed with a higher priority than the state data StDt.

[0076] Next, a description will be given of an exemplary state data table TB3 showing a plurality of pieces of the state data StDp. Fig. Figure 5 shows an exemplary status data table TB3. With reference to the Fig. 5, in the state data table TB3, the "number" is the number for identifying the state data StDp. A plurality of pieces of information aligned in the row direction in the state data table TB3 forms a part of the state data StDp. The state data table TB3 in Fig. 5 shows, as an example, three pieces of state data StDp.

[0077] In the state data table TB3, the "location information" is the location Lc corresponding to the time at which the state data StDp is received. As described above, the location Lc is represented in longitude and latitude. The "value" is the pressure value Prs represented by the state data StDp. The unit of pressure Prs is, for example, kilopascals.

[0078] In the state data table TB3, the "process state" represents whether or not a process is completed in the corresponding state data StDp. The word "raw" represents that the corresponding state data StDp is raw state data. The word "completed" represents that the corresponding state data StDp is processed state data.

[0079] Next, a description is given of the representative value specification process performed by the standby control part Wc (the maintenance part Wm). Fig. 6 shows a flowchart of the representative value specification process. Note that the standby control part Wc continuously performs the above-described location detection process independently of the representative value specification process. Therefore, the standby control part Wc continuously detects the current location Lc.

[0080] Here, the following precondition Pr1 is discussed. In the precondition Pr1, the object whose representative value is to be specified is, as an example, the pressure Prs. Furthermore, in the precondition Pr1, through the above-described state data transmission process being performed, the standby control part Wc successively receives a plurality of pieces of state data StD.

[0081] In the representative value specification process in the precondition Pr1, the process in step S110 is first performed. In step S110, the data acquisition process is performed. In the data acquisition process, state data is received.

[0082] Note that in the precondition Pr1, for example, the standby control part Wc receives 21 pieces of state data StD over 10 seconds. Furthermore, in the precondition Pr1, for example, the 21 pieces of state data StD include 20 pieces of state data StDp and one piece of state data StDt.

[0083] In the data acquisition process in the precondition Pr1, the standby control part Wc first refers to the time period Tn stored in the representative value control table TB2 in Fig. 4. Then, the standby control part Wc gradually receives 21 pieces of status data StD over 10 seconds.

[0084] Furthermore, whenever the state data StD is received, the standby control section Wc adds the current location Lc (location information) and the word "raw" indicating the process state to the state data StD. The standby control section Wc then stores the 21 pieces of state data StD with the added location Lc and the word "raw" in the memory Mr.

[0085] In step S120, the raw data selection process is performed. In the raw data selection process, the raw state data StD is selected. In the raw data selection process in the precondition Pr1, the standby control part Wc 21 selects pieces of state data StD representing the word "raw" stored in the memory Mr.

[0086] In step S130, the prioritized data selection process is performed. In the prioritized data selection process, based on the representative value rule table TB2 in Fig. 4, the standby control part Wc selects the state data StD having the highest priority among the selected plurality of pieces of state data StD.

[0087] Note that, as described, in the representative value rule table TB2, when the value of "Priority" is smaller, the state data StD corresponding to this "Priority" has a higher processing priority.

[0088] In the prioritized data selection process in the precondition Pr1, the state data StDp with the lowest priority value in the representative value rule table TB2 is selected. Specifically, the standby control part Wc selects 20 pieces of state data StDp that are present in the selected 21 pieces of state data StD.

[0089] In step S140, the representative value calculation process is performed. In the representative value calculation process, based on the "calculation method" specified in the representative value rule table TB2 in Fig. 4, according to the state data StD selected in the prioritized data selection process, the representative value is calculated (specified).

[0090] In the representative value calculation process in the precondition Pr1, the standby control part Wc calculates, as the representative value, the average value of the 20 pieces of pressure values ​​Prs represented by the 20 pieces of state data StDp. Therefore, the representative value is specified.

[0091] In step S150, a storage process of storing the representative data representing the representative value in the memory Mr is performed.

[0092] In the storage process in the precondition Pr1, the standby control part Wc generates the state data StDp in which the following are described: the location information represented by each of the 20 pieces of state data StDp; the representative value specified in the representative value calculation process; and the word "completed" representing the process status. Note that the location information described in the generated state data StDp is, for example, the location information of the state data StDp first received by the standby control part Wc from the 20 pieces of state data StDp. Note that the location information described in the generated state data StDp is not limited to the above.

[0093] Then, the standby control part Wc stores the generated state data StDp in the memory Mr as the representative value data.

[0094] In step S160, the data organization process is performed. In the data organization process, the standby control part Wc deletes from the memory Mr the status data StDp specified when specifying the representative value in the representative value calculation process. Furthermore, the standby control part Wc describes the word "completed," representing the process status, to the status data StD that was not selected in the prioritized data selection process.

[0095] In the data organization process in the precondition Pr1, the standby control part Wc deletes from the memory Mr the 20 pieces of state data StDp that were used in the representative value calculation process. Furthermore, the standby control part Wc describes the word "completed," representing the process status, to the one piece of state data StD that was not selected in the prioritized data selection process. Therefore, the representative value specification process ends.

[0096] Note that in the representative value specification process, the state data StD that has a low priority and was not selected in the prioritized data selection process may be permanently stored in the memory Mr for a long time. Therefore, if the number of pieces of the raw state data StD is extremely large, a problem may arise that the available storage space of the memory Mr is reduced. To avoid this problem, a ground-based transmission process of transmitting part or all of the raw state data StD to the ground system 2000 may be performed.

[0097] The ground-based or ground-directed transmission process is the maintenance process MtPr. The ground-directed transmission process is performed by the standby control part Wc (the maintenance part Wm). Hereinafter, the data to be transmitted to the ground system 2000 is also referred to as the "transmission target data."

[0098] In the ground-directed transmission process, the standby control part Wc transmits the transmission target data to the ground system 2000 via the communication part 30. The transmission target data is transmitted every lapse of a predetermined period of time (periodically). The ground system 2000 has a memory (not shown) for storing the received transmission target data (the status data StD). The ground system 2000 performs a deterioration diagnosis process and the like, which will be described later, using the received status data StD.

[0099] Note that the following data transmission preparation process is performed independently of the ground-directed transmission process. The data transmission preparation process is the maintenance process MtPr. The data transmission preparation process is performed by the standby control part Wc (the maintenance part Wm).

[0100] Hereinafter, the total capacity of the memory Mr for storing data is also referred to as the "storable capacity Dmax" or "Dmax." Furthermore, the capacity obtained by subtracting the predetermined available storage space from the storable capacity Dmax is also referred to as the "allowable storage capacity Da" or "Da." The allowable storage capacity Da is, for example, 0.8 times the storable capacity Dmax.

[0101] Hereinafter, the total volume of data actually stored in the data storage Mr will also be referred to as the "stored volume Dr." Furthermore, the raw state data StD will also be referred to as the "raw data." The raw data is indicated by the word "raw."

[0102] Fig. Figure 7 shows a flowchart of the data transfer preparation process. Here, the following precondition Pr2 is discussed. In the precondition Pr2, the memory Mr stores a plurality of pieces of state data StD, which are the raw data. Furthermore, in the precondition Pr2, the memory Mr stores a plurality of pieces of state data StD, which are the representative value data. Furthermore, in the precondition Pr2, the stored volume Dr is larger than the allowable storage capacity Da.

[0103] In the data transfer preparation process in the precondition Pr2, the process of step S210 is first performed. In step S210, the standby control part Wc determines whether or not the stored volume Dr is larger than the allowable storage capacity Da. If step S210 is YES, control proceeds to step S220. On the other hand, if step S210 is NO, control proceeds to step S230. In the precondition Pr2, because the stored volume Dr is larger than the allowable storage capacity Da, control proceeds to step S220.

[0104] In step S220, the raw data acquisition process is performed. In the raw data acquisition process, the standby control part Wc reads a plurality of pieces of raw data (the state data StD) stored in the memory Mr from the memory Mr as the transmission target data. Therefore, the standby control part Wc receives the transmission target data. Note that the standby control part Wc may perform a data compression process to compress the transmission target data.

[0105] In step S230, the representative value data acquisition process is performed. In the representative value data acquisition process, the standby control part Wc reads, as the transmission target data, a plurality of pieces of representative value data (the state data StD) stored in the memory Mr from the memory Mr. Therefore, the standby control part Wc receives the transmission target data. Note that the standby control part Wc may perform the data compression process for compressing the transmission target data.

[0106] Note that in the ground-directed transmission process, the standby control part Wc transmits the plurality of pieces of transmission target data received in steps S220, S230 to the ground system 2000 via the communication part 30. The transmission target data is transmitted every lapse of a predetermined period of time (periodically). The predetermined period of time is, for example, 100 msec.

[0107] In step S240, a data deletion process is performed. In the data deletion process, the standby control part Wc deletes the transmission target data transmitted to the ground system 2000 in the ground-directed transmission process.

[0108] Therefore, the data transfer preparation process ends. Note that the data transfer preparation process is performed repeatedly.

[0109] Note that the standby control part Wc performs a deterioration diagnosis process. The deterioration diagnosis process is the maintenance process MtPr. In the deterioration diagnosis process, the standby control part Wc diagnoses, for example, the deterioration degree of the brake BK. For example, based on the value of the pressure Prs represented by the state data StDp acquired by the standby control part Wc in the state data transmission process described above, the standby control part Wc diagnoses the deterioration degree of the brake BK. Note that the deterioration diagnosis process is also performed in the ground system 2000 when necessary.

[0110] As described above, according to the present embodiment, the on-board system 1000 includes two control parts 10. Each of the two control parts 10 has the function of performing the process MVPr for controlling the travel of the transport vehicle C10. During a period during which the control part 10a, which is one of the two control parts 10, performs the process MVPr, the other control part 10b, which is the other of the two control parts 10, does not perform the process MVPr. During the period during which the control part 10a performs the process MVPr, the control part 10b performs the maintenance process MtPr for performing maintenance of the transport vehicle C10.

[0111] Therefore, in the configuration in which a transport vehicle has two control parts, the control part that does not perform a process for controlling the travel of the transport vehicle can be effectively used.

[0112] Furthermore, in the present embodiment, the on-board system 1000 switches, via two control parts 10, between the control part for performing the process MVPr and the control part for performing the maintenance process MtPr.

[0113] Accordingly, the present embodiment can be issued with, for example, a dedicated CPU having high processing power for performing the maintenance process MtPr. Further, for example, the present embodiment can also be issued with dedicated memory for storing the status data with various types of devices. Still further, the present embodiment can efficiently perform the maintenance process MtPr. Accordingly, the present embodiment implements an onboard system issued with a CPU or a memory having high processing power for performing the maintenance process MtPr.

[0114] Note that in the related prior art A, a process for detecting an abnormality of a car is performed. In this process, the maximum value, the average value, or the like must be calculated for a plurality of pieces of group data (the facility status data).

[0115] To perform a process, the sensor module must temporarily retain the state data of the devices. Therefore, the related prior art A faces the problem of requiring a CPU exhibiting high processing power and allocated memory for retaining the state data with various types of devices to perform the maintenance process in the sensor module.

[0116] On the other hand, the onboard system 1000 according to the present embodiment is configured as described above. Therefore, the onboard system 1000 can solve the above-described problem. <Zweite Ausführungsform>

[0117] The present embodiment has the configuration in which two control parts 10 are provided on each of the carriages C1a, C1b of the transport vehicle C10 (hereinafter also referred to as the "Configuration CtA"). Hereinafter, the maintenance system to which the Configuration CtA is applied is also referred to as the "Maintenance System 5000A."

[0118] Furthermore, the control unit Uta, to which the configuration CtA is applied, is also referred to as the "control unit UtaA." Furthermore, the control unit Utb, to which the configuration CtA is applied, is also referred to as the "control unit UtbA."

[0119] The Maintenance System 5000A is different from the Maintenance System 5000, which is used in the Fig. 1, in that it has an on-board system 1000A instead of the on-board system 1000. The rest of the configuration and function of the maintenance system 5000A is similar to that of the maintenance system 5000, and therefore a detailed description thereof will not be repeated. The on-board system 1000A is provided on the transport vehicle C10, which is shown in Fig. 1 is shown.

[0120] Fig. Fig. 8 is a block diagram showing the configuration of the maintenance system 5000A according to the second embodiment of the present invention. Note that, in order to simplify the illustration, the Fig. 8 only represents the on-board system 1000A in the maintenance system 5000A.

[0121] With reference to the Fig. 8, the on-board system 1000A is different from the on-board system 1000, which is shown in the Fig. 2, in that a control unit UtaA is provided instead of the control unit Uta, and a control unit UtbA is provided instead of the control unit Utb. The rest of the configuration and function of the on-board system 1000A is similar to that of the on-board system 1000, and therefore, a detailed description thereof will not be repeated.

[0122] Similar to the first embodiment, the onboard system 1000A performs various types of processes described in the first embodiment. Among the various types of processes, for example, are the representative value specification process, the data transmission preparation process, the ground-directed transmission process, the deterioration diagnosis process, and the like.

[0123] The control unit UtaA is different from the control unit Uta, which is used in Fig. 2, in that it has two control parts 10 (10a). The remaining configuration and function of the control unit UtaA are similar to those of the control unit Uta, and therefore, a detailed description thereof will not be repeated. The configuration and function of each of the two control parts 10 (10a) present in the control unit UtaA are similar to those of the control part 10 (10a) of the control unit Uta.

[0124] The control unit UtaA is provided on the carriage C1a corresponding to the end Eda of the transport vehicle C10. This means that the control unit UtaA is provided at the end Eda of the transport vehicle C10. Accordingly, two control parts 10 (10a) of the control unit UtaA are provided at the end Eda.

[0125] The control unit UtbA is different from the control unit Utb, which is used in Fig. 2, in that it has two control parts 10 (10b). The remaining configuration and function of the control unit UtbA are similar to those of the control unit Utb, and therefore, a detailed description thereof will not be repeated. The configuration and function of each of the two control parts 10 (10b) included in the control unit UtbA are similar to those of the control part 10 (10b) of the control unit Utb.

[0126] The control unit UtbA is provided on the carriage C1b corresponding to the end Edb of the transport vehicle C10. This means that the control unit UtbA is provided at the end Edb of the transport vehicle C10. Accordingly, the two control parts 10 (10b) of the control unit UtbA are provided at the end Edb.

[0127] Therefore, the on-board system 1000A includes four control parts 10. The four control parts 10 are formed by two control parts 10 (10a) provided at the end Eda (the carriage C1a) and two control parts 10 (10b) provided at the end Edb (the carriage C1b).

[0128] Furthermore, each of the four control parts 10 has the function of executing the MVPr process. Note that in some cases, the control part 10 that executes the MVPr process (the main control part Mc described above) fails.

[0129] In the event that the main control part Mc fails, the other control part 10 executes the process MVPr instead of the failed main control part Mc. Hereinafter, the other control part 10, which executes the process MVPr instead of the failed main control part Mc, is also referred to as the "standby control part Bc." The standby control part Bc is the control part replacing the main control part Mc.

[0130] The four control sections 10 are formed by two control sections 10a and two control sections 10b. The process executed by each of the four control sections 10 is determined by a predetermined process execution rule Ru1A. The process execution rule Ru1A represents a dual-system rule.

[0131] Specifically, the process execution rule Ru1A defines that, in the four control parts 10, one control part 10 serves as the backup control part Bc and two control parts 10 execute the maintenance process MtPr.

[0132] Hereinafter, one of the two control parts 10a is also added as the “control part 10aX”. The control part 10aX is, for example, of the two control parts 10a shown in Fig. 8, the upper control part 10a. Furthermore, the other of the two control parts 10a is also referred to as the "control part 10aY" hereinafter.

[0133] Furthermore, one of the two control parts 10b will also be referred to as the “control part 10bX”. The control part 10bX is, for example, the first of the two control parts 10b shown in the Fig. 8, the upper control part 10b. Furthermore, the other of the two control parts 10b will also be referred to as the "control part 10bY" hereinafter.

[0134] Similar to the onboard system 1000, the onboard system 1000A has a plurality of types of process modes.

[0135] Fig. 9 shows an example process allocation table TB1A representing the process execution rule Ru1A. With reference to the Fig. 9 shows the process allocation table TB1A process modes C, D, E, F. In the process allocation table TB1A, the “BkUp” means that the corresponding control part 10 serves as the spare control part Bc.

[0136] For example, in process mode C, it is defined that the control part for performing the process MVPr is the control part 10aX. Furthermore, in process mode C, it is defined that the control part 10aY serves as the backup control part Bc. Furthermore, in process mode C, it is defined that the control part for performing the maintenance process MtPr is the control parts 10bX and 10bY.

[0137] The process mode of the on-board system 1000A is set based on, for example, the process execution rule Ru1A (the process allocation table TB1A) contained in Fig. 9. For example, when the car C1a is the first car, the process mode of the onboard system 1000A is set to the process mode C. For example, in the onboard system 1000A in the process mode C, the control part 10aX (the main control part Mc) executes the process MVPr. Further, in the onboard system 1000A in the process mode C, the control part 10aY operates the backup control part Bc. Further, in the onboard system 1000A in the process mode C, each of the control parts 10bX, 10bY executes the maintenance process MtPr during a period during which the main control part Mc executes the process MVPr. Note that during the period during which the control part 10aX executes the process MVPr, each of the control parts 10aY, 10bX, 10bY does not execute the process MVPr.

[0138] Note that, for example, in the onboard system 1000A in the process mode D, the control part 10aY (the main control part Mc) executes the process MVPr. Further, in the onboard system 1000A in the process mode D, the control part 10aX operates as the backup control part Bc. Still further, in the onboard system 1000A in the process mode D, each of the control parts 10bX, 10bY executes the maintenance process MtPr for a period of time while the main control part Mc executes the process MVPr.

[0139] This means that the four control parts 10 provided in the on-board system 1000A are configured, according to the process allocation table TB1A, by: one control part 10 (the main control part Mc) that performs the process MVPr; one control part 10 that performs the process MVPr when the main control part Mc fails; and two control parts 10 that execute the maintenance process MtPr during a period during which the main control part Mc performs the process MVPr.

[0140] Note that in the onboard system 1000A, according to the process allocation table TB1A, the two control parts 10 perform a plurality of types of maintenance processes MtPr in a distributed manner. For example, in a period during which one control part 10 repeatedly performs the data transmission preparation process as the maintenance process MtPr, as shown in Fig. 7, and the data transmission preparation process is executed, the other control part 10 performs the above-described ground-directed transmission process as the maintenance process MtPr.

[0141] By executing multiple types of maintenance processes (MtPr) in a distributed manner, the processing speed of each of the maintenance processes (MtPr) can be increased. Therefore, the maintenance process (MtPr) is performed efficiently. Furthermore, by executing multiple types of maintenance processes (MtPr) in a distributed manner, for example, the processing of low-priority raw state data (StD) can be completed.

[0142] Note that, of the two control parts 10, a control part 10 that is to execute the maintenance process MtPr can only execute the deterioration diagnosis process. In this case, the control part 10 that is to execute the deterioration diagnosis process 10 maintains the logic for executing the deterioration diagnosis process.

[0143] Here, it is assumed that, in the on-board system 1000A, the control part 10aX has failed in process mode C. In this case, the control part 10aY executes the process MVPr as the backup control part Bc. Furthermore, one of the control parts 10bX, 10bY runs as the backup control part Bc. Still further, another of the control parts 10bX, 10bY executes the maintenance process MtPr.

[0144] Furthermore, similar to the onboard system 1000, the process mode of the onboard system 1000A changes according to a change in the traveling state of the transport vehicle C10. Here, assume that the process mode of the onboard system 1000A has changed from process mode C to process mode D. In this case, the onboard system 1000A switches, among the four control parts 10, between the control part for performing the process MVPr and the control part for performing the maintenance process MtPr.

[0145] Specifically, when the process mode of the on-board system 1000A has changed from process mode C to process mode D, each of the control parts 10bX, 10bY executes the maintenance process MtPr, and the control part 10aY executes the process MVPr. Thus, the control part 10 that executes the process MVPr and the control part 10 that executes the maintenance process MtP are dynamically switched.

[0146] Note that the process executed by each of the four control parts 10 can be specified by the following predetermined process execution rule RulAX. The process execution rule RulAX is a triple system rule. Specifically, the process execution rule RulAX defines that, among the four control parts 10, two control parts 10 operate as the backup control parts Bc, and one control part 10 executes the maintenance process MtPr.

[0147] Fig. Figure 10 shows an example process allocation table TB1AX representing the process execution rule Ru1AX. With reference to the Fig. 10 the process modes G, H, I, J are shown in the process assignment table TB1AX.

[0148] The present embodiment may have the configuration (hereinafter referred to as the “configuration CtAx”) in which, for example, the process mode of the onboard system 1000A is set based on the process execution rule Ru1A (the process allocation table TB1AX) shown in Fig. 10 is shown.

[0149] In the CtAx configuration, for example, in the onboard system 1000A in process mode G, the control part 10aX (the main control part Mc) executes the process MVPr. Furthermore, in the onboard system 1000A in process mode G, each of the control parts 10aY, 10bX operates as the backup control part Bc. Still further, in the onboard system 1000A in process mode G, the control part 10bY executes the maintenance process MtPr during a period during which the main control part Mc executes the process MVPr.

[0150] Furthermore, for example, in the onboard system 1000A in the process mode H, the control part 10aY (the main control part Mc) executes the process MVPr. Further, in the onboard system 1000A in the process mode H, each of the control parts 10aX, 10bX operates as the backup control part Bc. Still further, in the onboard system 1000A in the process mode H, the control part 10bY executes the maintenance process MtPr in a period while the main control part Mc executes the process MVPr.

[0151] This means that the four control parts 10 provided in the on-board system 1000A are configured, according to the process allocation table TB1AX, by: one control part 10 (the main control part Mc) that performs the process MVPr; two control parts 10 for performing the process MVPr when the main control part Mc fails; and one control part 10 that performs the maintenance process MtPr in a period while the main control part Mc performs the process MVPr.

[0152] Furthermore, for example, similar to the on-board system 1000, the process mode of the on-board system 1000A in the CtAx configuration changes according to a change in the traveling state of the transport vehicle C10. Here, assume that the process mode of the on-board system 1000A has changed from the G process mode to the H process mode. In this case, the on-board system 1000A in the CtAx configuration switches, among the four control parts 10, between the control part for performing the MVPr process and the control part for performing the MtPr maintenance process.

[0153] Specifically, when the process mode of the on-board system 1000A has changed from process mode G to process mode H, the control part 10bY executes the maintenance process MtPr, and the control part 10aY executes the process MVPr. Thus, the control part 10 that executes the process MVPr and the control part 10 that executes the maintenance process MtP are dynamically switched.

[0154] As described above, in the onboard system 1000A according to the present embodiment, two control parts 10 perform a plurality of types of maintenance processes MtPr in a distributed manner. Accordingly, in the state where the control parts are set to be redundant, a plurality of types of maintenance processes MtPr are performed. Note that the present embodiment also exhibits the effect similar to that shown in the first embodiment. <Dritte Ausführungsform>

[0155] The configuration of the present embodiment is the configuration in which an onboard system is provided on a transport vehicle C10B, which will be described later (hereinafter also referred to as the "Configuration CtB"). Hereinafter, the maintenance system to which the Configuration CtB is applied will also be referred to as the "Maintenance System 5000B."

[0156] Fig. Fig. 11 shows the configuration of the maintenance system 5000B according to a third embodiment of the present invention. Note that for simplicity Fig. 11 also shows the configuration that is not present in the maintenance system 5000B (for example, the transport vehicle C10B, the route RL1 and the like).

[0157] The transport vehicle C10B is a vehicle for transporting people. The transport vehicle C10B is, for example, a train. The transport vehicle C10B travels along the previously provided route RL1. The transport vehicle C10B normally travels in the direction DR1. Note that depending on the situation of the transport vehicle C10B, the transport vehicle C10B travels in the direction DR2.

[0158] In the present embodiment, similar to the first embodiment, the state of the transport vehicle C10B is also referred to as the "state StC." The state StC is also the state of each of the cars C1 constituting a train unit C5. The state StC corresponds, for example, to the internal temperature Tmp. Furthermore, the state StC corresponds, for example, to the pressure Prs. In the present embodiment, similar to the first embodiment, the data representing the state StC is also referred to as the "state data StD" or "StD."

[0159] The transport vehicle C10B is formed by k units of tractor units C5. "k" is a natural number of 2 or greater. In the present embodiment, "k" is 2. Note that "k" may be 3 or greater. The k units of tractor units C5 are linearly coupled to each other.

[0160] Each of the train units C5 is formed by m units of cars C1. "m" is a natural number of 2 or greater. The m units of cars C1 are linearly coupled to each other. Note that the train units C5 can differ from each other in the number of cars C1 that compose them.

[0161] Hereinafter, one end of train unit C5 is also referred to as the "end Eda." Furthermore, the car C1, which corresponds to the end Eda of train unit C5, is also referred to as the "car C1a." Furthermore, the other end of train unit C5 is also referred to as the "end Edb." Furthermore, the car C1, which corresponds to the end Edb of train unit C5, is also referred to as the "car C1b."

[0162] Furthermore, of the m-pieces of car C1 forming train unit C5, car C1 between car C1a and car C1b is also referred to as “car C1n”.

[0163] The Maintenance System 5000B is different from the Maintenance System 5000, which is Fig. 1, and in that it has an onboard system 1000B instead of the onboard system 1000. The rest of the configuration and function of the maintenance system 5000B is similar to that of the maintenance system 5000, and therefore, a detailed description thereof will not be repeated.

[0164] The on-board system 1000B is provided on the transport vehicle C10B, which is in the Fig. 11. Furthermore, the onboard system 1000B has the function of communicating with the ground system 2000 provided on the ground.

[0165] Similar to the first embodiment, the onboard system 1000B performs various types of processes described in the first embodiment. The various types of processes include, for example, the representative value specification process, the data transmission preparation process, the ground-directed transmission process, the deterioration diagnosis process, and the like.

[0166] This means that the control part 10 included in the on-board system 1000B performs the maintenance process MtPr similarly to the first embodiment. The maintenance process MtPr, in the CtB configuration, is a process for performing maintenance on the transport vehicle C10B.

[0167] The onboard system 1000B has n control units Ut. "n" is a natural number of 4 or more. "n" is the value obtained by multiplying m by k. For example, if m is 10 and k is 2, "n" is 20. The control unit Ut is provided on each of the m units of cars C1 that make up each train unit C5. This means that m control units Ut are provided on each train unit C5.

[0168] Furthermore, the k-pieces of train units C5 are configured to communicate with each other via a communication cable (not shown). Note that k-pieces of train units C5 can be configured to communicate with each other via wireless communication.

[0169] Furthermore, in each train unit C5, the m control unit units Ut are configured to communicate with each other via a communication cable (not shown). Note that in each train unit C5, the m control unit units Ut can be configured to communicate with each other via wireless communication.

[0170] Hereinafter, the control unit Ut provided on the carriage C1a will also be referred to as the "control unit Uta." Furthermore, the control unit Ut provided on the carriage C1b will also be referred to as the "control unit Utb." Further still, the control unit Ut provided on the carriage C1n will also be referred to as the "control unit Utn."

[0171] Fig. Fig. 12 is a block diagram illustrating the configuration of the on-board system 1000B according to the third embodiment of the present invention. Note that for the purpose of easier understanding of the configuration, Fig. 12 shows only three control units Ut. The three control units Ut are the control unit Uta, the control unit Utb, and the control unit Utn.

[0172] With reference to the Fig. 12, the configuration and function of the control unit Uta are similar to those of the control unit Uta described in the Fig. 2. Furthermore, the configuration and function of the control unit Utb is similar to those of the control unit Utb shown in the Fig. 2. Furthermore, the configuration and function of the control unit Utn is similar to those of the control unit Utn shown in Fig. 2 is shown.

[0173] Hereinafter, the train unit C5 corresponding to one end of the K-pieces of train units C5 is also referred to as the "train unit C5a." Furthermore, the train unit C5 corresponding to the other end of the K-pieces of train units C5 is also referred to as the "train unit C5b."

[0174] Note that the control unit Uta is provided on the car C1a corresponding to the end Eda of each train unit C5. This means that the control unit Uta is provided at the end Eda of each train unit C5. Therefore, the control part 10 (10a) of the control unit Uta is provided at the end Eda.

[0175] Furthermore, the control unit Utb is provided on the carriage C1b corresponding to the end Edb of each train unit C5. This means that the control unit Utb is provided at the end Edb of each train unit C5. Therefore, the control part 10 (10b) of the control unit Utb is provided at the end Edb. Therefore, each of the train units C5 has two control parts 10.

[0176] In the present embodiment, the transport vehicle C10B is formed by two tractor units C5. Accordingly, the on-board system 1000B has four control parts 10. The four control parts 10 are formed by two control parts 10a and two control parts 10b. The control parts 10a, 10b are provided on the tractor unit C5a. The control parts 10a, 10b are provided on the tractor unit C5b.

[0177] Similar to the second embodiment, in the present embodiment, the process that each of the four control parts 10 performs is set according to the predetermined process execution rule Ru1A.

[0178] Similar to the second embodiment, in the present embodiment, one of the two control parts 10a is also referred to as the "control part 10aX." The control part 10aX is, for example, the control part 10a provided in the traction unit C5a. Furthermore, in the present embodiment, the other of the two control parts 10a is also referred to as the "control part 10aY."

[0179] Furthermore, in the present embodiment, one of the two control parts 10b is also referred to as the "control part 10bX." The control part 10bX is, for example, the control part 10b provided on the traction unit C5b. Furthermore, in the present embodiment, the other of the two control parts 10b is also referred to as the "control part 10bY."

[0180] Similar to the on-board system 1000, the on-board system 1000B has a plurality of types of process modes. Similar to the second embodiment, the process mode of the on-board system 1000B is set based on, for example, the process execution rule Ru1A (the process allocation table TB1A) provided in Fig. 9 is shown.

[0181] For example, in the onboard system 1000B in process mode C, the control part 10aX (the main control part Mc) executes the process MVPr. Furthermore, in the onboard system 1000B in process mode C, the control part 10aY operates as the backup control part Bc. Furthermore, in the onboard system 1000B in process mode C, each of the control parts 10bX, 10bY executes the maintenance process MtPr during a period during which the main control part Mc executes the process MVPr. Note that during the period during which the control part 10aX executes the process MVPr, each of the control parts 10aY, 10bX, 10bY does not execute the process MVPr.

[0182] This means that in the on-board system 1000B, according to the process allocation table TB1A, two control parts 10 perform two kinds of maintenance processes MtPr in a distributed manner.

[0183] Note that the process that each of the four control parts 10 performs may be set according to a predetermined process execution rule, so that three control parts 10 perform a plurality of types of maintenance processes MtPr in a distributed manner.

[0184] In this case, the four control parts 10 have one control part 10 (the main control part Mc) that performs the process MVPr and the other three control parts 10 (the standby control parts Wc) excluding the main control part Mc of the four control parts 10.

[0185] Each of the three control parts 10 does not execute the MVPr process during the period during which the main control part Mc executes the MVPr process. The three control parts 10 execute a plurality of types of maintenance processes MtPr in a distributed manner during the period during which the main control part Mc executes the MVPr process.

[0186] Furthermore, the configuration of the C10B transport vehicle can be changed. For example, in some cases, a process for disengaging the coupling of the k-pieces of the C5 train units (hereinafter also referred to as the "coupler disengagement process") is performed. When the coupling disengagement process is performed, the following external data transmission process is performed.

[0187] Here, the following precondition Pr3 is discussed. In the precondition Pr3, the transport vehicle C10B (the k units of train units C5) includes a train unit C5a and a train unit C5b coupled to each other. Hereinafter, each of the control units Uta, Utb provided to a train unit C5a is also referred to as the "control unit UtCa." Furthermore, each of the control units Uta, Utb provided to the train unit C5b is also referred to as the "control unit UtCb."

[0188] Furthermore, in the precondition Pr3, the control part 10 of the control unit UtCa, provided on the tractor unit C5a, holds the state data StD representing the state of the tractor unit C5b. Furthermore, in the precondition Pr3, in the coupling release process, the coupling between the tractor unit C5a and the tractor unit C5b is released.

[0189] In a data external transmission process in the precondition Pr3, when the coupling between the train unit C5a and the train unit C5b is released, the control unit UtCa (the control part 10) provided at the train unit C5a transmits the state data StD to the control unit UtCb (the train unit C5b).

[0190] Therefore, even in the case where the clutch release process is performed, the control part 10 of the control unit UtCb of the tractor unit C5b can appropriately process the raw state data StD.

[0191] Note that in the data external transmission process in the precondition Pr3, the control unit UtCa (the control part 10) can transmit the state data StD to the ground system 2000 when the coupling between the tractor unit C5a and the tractor unit C5b is released.

[0192] As described above, according to the present embodiment, when the number of standby control parts Wc is changed by executing the coupling of the train units or the disengagement of the coupling of the train units, the processing volume of the plurality of types of maintenance processes MtPr is increased by increasing the number of standby control parts Wc or adding a CPU or the like. Therefore, a plurality of types of maintenance processes MtPr can be efficiently performed. Therefore, the onboard system 1000B that supports the disengagement of the coupling of the train units is implemented. Note that the present embodiment shows the effect similar to that shown in the first embodiment.

[0193] Note that it is also possible to apply the configuration in which the transport vehicle C10B is configured by three or more tractor units C5 including the tractor units C5a, C5b (hereinafter also referred to as the "CtBx configuration"). The onboard system 1000B in the CtBx configuration has u-pieces of control parts 10. "u" is a natural number of 4 or more. Each of the u-pieces of control parts 10 has the function of performing the process MVPr.

[0194] In the configuration CtBx, the process that each of the u-pieces of control parts 10 performs is set according to a predetermined process execution rule, so that the three or more control parts 10 perform a plurality of types of maintenance processes MtPr in a distributed manner.

[0195] Accordingly, for example, the u-pieces of control parts 10 comprise one control part 10 (the main control part Mc) that performs the process MVPr and three or more control parts 10 excluding the main control part Mc among the u-pieces of control parts 10.

[0196] Each of the three or more control parts 10 does not execute the process MVPr during the period during which the main control part Mc executes the process MVPr. The three or more control parts 10 execute a plurality of types of maintenance processes MtPr in a distributed manner during the period during which the main control part Mc executes the process MVPr.

[0197] Note that the control part 10 (the standby control part Wc) provided in each train unit C5 can execute the maintenance process MtPr in the corresponding train unit C5. <Vierte Ausführungsform>

[0198] The configuration of the present embodiment is the configuration in which a maintenance part 11 is provided at a constituent part other than the control part 10 (herein also referred to as the "CtC configuration"). Hereinafter, the maintenance system to which the CtC configuration is applied will also be referred to as the "maintenance system 5000C."

[0199] Furthermore, the control unit Uta, to which the CtC configuration is applied, is also referred to hereinafter as the "control unit UtaC." Furthermore, the control unit Utb, to which the CtC configuration is applied, is also referred to hereinafter as the "control unit UtbC."

[0200] The Maintenance System 5000C is different from the Maintenance System 5000, which is used in the Fig. 1, in that an on-board system 1000C is provided instead of the on-board system 1000. The rest of the configuration and function of the maintenance system 5000C is similar to those of the maintenance system 5000 and, therefore, a detailed description thereof will not be repeated. The on-board system 1000C is mounted on the transport vehicle C10 shown in the Fig. 1 is provided.

[0201] Fig. Fig. 13 is a block diagram showing the configuration of the maintenance system 5000C according to a fourth embodiment of the present invention. Note that, in order to simplify the illustration, the Fig. 13 shows only the on-board system 1000C, which is present in the maintenance system 5000C.

[0202] With reference to the Fig. 13, the on-board system 1000C is different from the on-board system 1000, which is Fig. 2, a control unit UtaC is shown instead of the control unit Uta and a control unit UtbC is shown instead of the control unit Utb. The rest of the configuration and function of the on-board system 1000C are similar to those of the on-board system 1000, and therefore, a detailed description thereof will not be repeated.

[0203] Similar to the first embodiment, the onboard system 1000C performs various types of processes described in the first embodiment. The various types of processes include, for example, the representative value specification process, the data transmission preparation process, the ground-directed transmission process, the deterioration diagnosis process, and the like.

[0204] The control unit UtaC is different from the control unit Uta, which is used in Fig. 2, an ATC 40C is provided instead of the ATC 40, and a main control unit 50C is provided instead of the main control unit 50. The remaining configuration and function of the control unit UtaC are similar to those of the control unit Uta, and therefore, a detailed description thereof will not be repeated. The configuration and function of the control part 10 (10a) provided in the control unit UtaC are similar to those of the control part 10 (10a) of the control unit Uta.

[0205] The control unit UtbC is different from the control unit Utb, which is used in Fig. 2, it includes an ATC 40C instead of the ATC 40 and a main control unit 50C instead of the main control unit 50. The remaining configuration and function of the control unit UtbC are similar to those of the control unit Utb, and therefore, a detailed description thereof will not be repeated. The configuration and function of the control part 10 (10b) included in the control unit UtbC are similar to those of the control part 10 (10b) of the control unit Utb.

[0206] The ATC 40C, which is present in each of the control units UtaC, UtbC, is different from the ATC 40, which is present in the Fig. 2, is that it includes the maintenance part 11. The remaining configuration and function of the ATC 40C are similar to those of the ATC 40, and therefore a detailed description thereof will not be repeated. The maintenance part 11 is, for example, a program module executed by the ATC 40C. Note that the maintenance part 11 can be configured by dedicated hardware. The maintenance part 11 has the function of performing the maintenance process MtPr.

[0207] Since the ATC 40C includes the maintenance part 11, the ATC 40C is the device that performs the above-described process AtPr and the maintenance process MtPr. The AtPr process is the process that the ATC 40C normally performs.

[0208] The ATC 40C has two operating modes: Normal Mode and Standby Mode. Normal mode in the ATC 40C is the mode for performing the AtPr process. Standby mode in the ATC 40C is the mode in which the AtPr process is not permitted.

[0209] The main control unit 50C present in each of the control units UtaC, UtbC is different from the main control unit 50 present in Fig. 2, in that the maintenance part 11 is provided. The remaining configuration and function of the main control unit 50C are similar to those of the main control unit 50, and therefore, a detailed description thereof will not be repeated.

[0210] Since the main control unit 50C includes the maintenance part 11, the main control unit 50C is the device that has the function of performing the above-described SpPr process and the MtPr maintenance process. The SpPr process is the process that the main control unit 50C normally performs.

[0211] The main control unit 50C has two operating modes: normal mode and standby mode. The normal mode of the main control unit 50C is the mode for executing the SpPr process. The standby mode of the main control unit 50C is the mode in which execution of the SpPr process is not permitted.

[0212] The control unit UtaC is provided on the carriage C1a corresponding to the end Eda of the transport vehicle C10. This means that the control unit UtaC is provided at the end Eda of the transport vehicle C10. Therefore, the control part 10 (10a), the ATC 40C, and the main control unit 50C, each provided in the control unit UtaC, are provided at the end Eda.

[0213] The control unit Utb is provided on the carriage C1b corresponding to the end Edb of the transport vehicle C10. This means that the control unit UtbC is provided at the end Edb of the transport vehicle C10. Therefore, the control part 10 (10b), the ATC 40C, and the main control unit 50C included in the control unit UtbC are provided at the end Edb.

[0214] Therefore, the onboard system 1000C includes the control sections 10a, 10b, the two ATCs 40C, and the two main control units 50C. The two ATCs 40C are each set to different operating modes. Furthermore, the two main control units 50C are each set to different operating modes.

[0215] Hereinafter, the ATC 40C provided in the control unit UtaC will also be referred to as the "ATC 40Ca." Furthermore, the ATC 40C provided in the control unit UtbC will also be referred to as the "ATC 40Cb." Further, the main control unit 50C provided in the control unit UtaC will also be referred to as the "main control unit 50Ca." Further, the main control unit 50C provided in the control unit UtbC will also be referred to as the "main control unit 50Cb."

[0216] When the ATC 40Ca's operating mode is normal mode, the ATC 40Cb's operating mode is standby mode. Furthermore, when the ATC 40Cb's operating mode is normal mode, the ATC 40Ca's operating mode is standby mode.

[0217] When the operation mode of the main control unit 50Ca is the normal mode, the operation mode of the main control unit 50Cb is the standby mode. Furthermore, when the operation mode of the main control unit 50Cb is the normal mode, the operation mode of the main control unit 50Ca is the standby mode.

[0218] In the onboard system 1000C, the device whose operating mode is the standby mode executes the maintenance process MtPr. For example, one of the ATC 40Ca and the ATC 40Cb whose operating mode is the standby mode executes the maintenance process MtPr. Furthermore, for example, one of the main control unit 50Ca and the main control unit 50Cb whose operating mode is the standby mode executes the maintenance process MtPr.

[0219] This configuration increases the volume of maintenance process that can be performed.

[0220] Furthermore, the process that each of the control parts 10a, 10b, the ATCs 40Ca, 40Cb and the main control units 50Ca, 50Cb performs is set by a predetermined process execution rule Ru1C.

[0221] Similar to the onboard system 1000, the onboard system 1000C has a variety of process modes. Hereinafter, the process AtPr is also referred to simply as the "AtPr." Furthermore, the process SpPr is also referred to simply as the "SpPr."

[0222] Fig. 14 shows an example process allocation table TB1C showing the process execution rule Ru1C. With reference to Fig. 14 shows the process assignment table TB1C process modes K, L, M, N.

[0223] For example, in process mode K, it is defined that the control part that is to execute the process MVPr is the control part 10a. Furthermore, in process mode K, it is defined that the control part that is to execute the maintenance process MtPr is the control part 10b.

[0224] Furthermore, process mode K defines that the ATC that is to perform the AtPr process is the ATC 40Ca. Note that the operating mode of the ATC 40Ca, which is to perform the AtPr process, is normal mode. Furthermore, process mode K defines that the ATC that is to perform the MtPr maintenance process is the ATC 40Cb. Note that the operating mode of the ATC 40Cb, which executes the MtPr maintenance process, is standby mode.

[0225] Furthermore, in process mode K, it is defined that the main control unit for performing the process SpPr is the main control unit 50Ca. Note that the operation mode of the main control unit 50Ca that performs the process SpPr is the normal mode. Furthermore, in process mode K, it is determined that the main control unit that performs the maintenance process MtPr is the main control unit 50Cb. Note that the operation mode of the main control unit 50Cb that performs the maintenance process MtPr is the standby mode.

[0226] For example, in the onboard system 1000C in the process mode K, the control part 10a (the main control part Mc) executes the process MVPr, and the control part 10b executes the maintenance process MtPr. Furthermore, in the onboard system 1000C in the process mode K, the ATC 40Ca executes the process AtPr, and the ATC 40Cb executes the maintenance process MtPr. Still further, in the onboard system 1000C in the process mode K, the main control unit 50Ca executes the process SpPr, and the main control unit 50Cb executes the maintenance process MtPr.

[0227] Furthermore, similar to the onboard system 1000, the process mode of the onboard system 1000C changes according to a change in the traveling state of the transport vehicle C10. Here, it is assumed that the process mode of the onboard system 1000C has changed from the process mode K to the process mode L.

[0228] In this case, the onboard system 1000C switches between the device for performing the process AtPr and the device for performing the maintenance process MtPr via the ATC 40Ca and the ATC 40Cb. Furthermore, when the process mode has changed from process mode K to process mode L, the onboard system 1000C switches between the device for performing the process SpPr and the device for performing the maintenance process MtPr via the main control unit 50Ca and the main control unit 50Cb.

[0229] Specifically, when the process mode of the onboard system 1000C has changed from process mode K to process mode L: the ATC 40Ca executes the maintenance process MtPr; the ATC 40Cb executes the process AtPr; the main control unit 50Ca executes the maintenance process MtPr; and the main control unit 50Cb executes the process SpPr. This means that in the onboard system 1000C, the ATCs in the standby mode and the main control units in the standby mode execute a plurality of types of maintenance processes MtPr in a distributed manner.

[0230] As described above, according to the present embodiment, in the onboard system 1000C, the ATCs in the standby mode and the main control units in the standby mode execute a plurality of types of maintenance processes MtPr in a distributed manner. Therefore, while avoiding any influence on the process MVPr for controlling the travel of the transport vehicle C10, the maintenance process MtPr can be performed efficiently. Note that the present embodiment also exhibits effects similar to those shown in the first embodiment. <Fünfte Ausführungsform>

[0231] The configuration of the present embodiment is the configuration of processing data based on the priority used when a predetermined condition is met (hereinafter referred to as the "CtD configuration"). The maintenance system in the CtD configuration is the maintenance system 5000, which is Fig. 1. Accordingly, the maintenance system 5000 in the CtD configuration comprises the onboard system 1000 and the ground system 2000 according to the first embodiment.

[0232] The configuration and function of the onboard system 1000 in the CtD configuration are similar to those of the onboard system 1000 according to the first embodiment, and therefore, a detailed description thereof will not be repeated. Similar to the first embodiment, the onboard system 1000 in the CtD configuration executes various types of processes described in the first embodiment. The various types of processes include, for example, the representative value specification process, the data transmission preparation process, the ground-directed transmission process, the deterioration diagnosis process, and the like.

[0233] This means that the onboard system 1000 (the control part 10) in the CtD configuration performs the maintenance process MtPr similarly to the first embodiment. The maintenance process MtPr is the process of handling a plurality of types of state data StD. The plurality of types of state data StD are, for example, the above-described state data StDp, the state data StDt, and the like.

[0234] After this, the representative value specification process, which is Fig. 6, to which the configuration CtD is applied, is also referred to as the "representative value specification process D." Note that the representative value specification process D is the maintenance process MtPr.

[0235] In the following, a description will be given mainly of a process different from that in the first embodiment. The representative value specifying process D is different from the representative value specifying process described in Fig. 6, is that the following representative value rule table TB2D is used instead of the representative value rule table TB2 shown in Fig. 4 is shown.

[0236] Fig. 15 shows an exemplary representative value control table TB2D according to a fifth embodiment of the present invention. With reference to Fig. 15, the representative value rule table TB2D differs from the representative value rule table TB2 in that the "Condition Cd" and "Condition Priority" items are present. The rest of the configuration of the representative value rule table TB2D is similar to that of the representative value rule table TB2, and therefore, a detailed description thereof will not be repeated.

[0237] Each of the "Condition CdB" and the "Condition CdA" shown under the "Condition Cd" is the condition related to the state of the transport vehicle C10. The "Condition CdB" is, for example, the condition that a failure of the brake BK of at least one car C1 in the transport vehicle C10 has occurred. The "Condition CdA" is, for example, the condition that a failure of the air conditioning device AC1 of at least one car C1 in the transport vehicle C10 has occurred.

[0238] The "condition priority" is the priority used when the corresponding condition Cd is met. If the "condition priority" value is smaller, the state data StD has a higher processing priority according to the "condition priority." Therefore, if the "condition priority" value is smaller, the state data StD is processed with a higher priority according to the "condition priority."

[0239] The representative value rule table TB2D shows that, provided that both the condition CdB and the condition CdA are met, the state data StDp is processed with a higher priority than the state data StDt.

[0240] Note that in the representative value rule table TB2D, the condition CdB and the condition priority "1" are linked to the state data StDp. In the representative value rule table TB2D, the condition CdA and the condition priority "2" are linked to the state data StDt. If the condition CdB is met, the condition priority "1" is used. Furthermore, if the condition CdA is met, the condition priority "2" is used.

[0241] Next, a description will be given of the representative value specifying process D. In the normal case that both of the conditions CdB, CdA are not satisfied, in the representative value specifying process D, similarly to the first embodiment, the processes from steps S110 to S160 are performed using the representative value rule table TB2D shown in Fig. 15 is shown.

[0242] The following precondition Pr4 is discussed here. In precondition Pr4, a fault has occurred in the air conditioning system AC1 of at least one car C1 in the transport vehicle C10. This means that in precondition Pr4, the condition CdA, which is linked to the status data StDt, is met.

[0243] Further, in the precondition Pr4, in the data acquisition process in step S110, for example, the standby control part Wc acquires 21 pieces of state data StD over 10 seconds. Further, in the precondition Pr4, for example, the 21 pieces of state data StD include 20 pieces of state data StDp and one piece of state data StDt.

[0244] In the representative value specification process D in the precondition Pr4, similar to the first embodiment, the processes in steps S110 and S120 are performed. Therefore, the 21 pieces of state data StD are selected.

[0245] Next, in the prioritized data selection process in step S130 in precondition Pr4, since the condition CdA is satisfied, the standby control part Wc uses the condition priority "2." Specifically, according to the condition priority "2," the standby control part Wc selects a piece of state data StDt having the highest priority from the selected 21 pieces of state data StD.

[0246] Next, in the representative value calculation process in step S140 in the precondition Pr4, the standby control part Wc calculates the maximum value of the value of a part of the internal temperature Tmp represented by a part of the state data StDt as the representative value. Therefore, the representative value is specified.

[0247] Then, similarly to the first embodiment, the processes of steps S150, S160 are performed.

[0248] Therefore, in the representative value specification process D (the maintenance process MtPr), in the precondition Pr4, if the condition CdA associated with the state data StDt is satisfied, the state data StDt is processed according to the condition priority "2" associated with the state data StDt. This means that in the configuration CtD, if the condition Cd associated with the state data StDt is satisfied, the state data StDt is processed according to the condition priority associated with the state data StDt.

[0249] Note that depending on the value of each of the priority and condition priority shown in the representative value rule table TB2D, in some cases the priority and condition priority may coincide or match. In this case, the data will be processed according to the condition priority with a higher priority.

[0250] As described above, in the present embodiment, by utilizing the condition Cd and the condition priority, the associated data can be processed with a higher priority when a device failure or the like occurs. Furthermore, by utilizing the condition Cd and the condition priority, the priority (ranking) of processing the state data StDt can be set according to the state of the transport vehicle. <Erste Abwandlung>

[0251] Note that the CtC configuration according to the fourth embodiment can be applied to the CtA configuration of the second embodiment. Hereinafter, the configuration in which the CtC configuration is applied to the CtA configuration will also be referred to as the "CtAc configuration." Hereinafter, the maintenance system to which the CtAc configuration is applied will also be referred to as the "5000Ac maintenance system." Furthermore, the onboard system to which the CtAc configuration is applied will also be referred to as the "1000Ac onboard system."

[0252] Furthermore, the control unit Uta, to which the configuration CtAc is applied, is also referred to as the "control unit UtaAc." Furthermore, the control unit Utb, to which the configuration CtAc is applied, is also referred to as the "control unit UtbAc."

[0253] The 5000Ac Maintenance System is different from the 5000 Maintenance System, which is Fig. 1, the on-board system 1000Ac is provided instead of the on-board system 1000. The rest of the configuration and function of the maintenance system 5000Ac is similar to that of the maintenance system 5000, and therefore, a detailed description thereof will not be repeated. The on-board system 1000Ac is provided on the transport vehicle C10, which is located in Fig. 1 is shown.

[0254] Fig. Figure 16 is a block diagram showing the configuration of the 5000Ac maintenance system according to the first modification. Note that, to simplify the illustration, the Fig. 16 only displays the onboard system 1000Ac, which is present in the maintenance system 5000Ac.

[0255] With reference to the Fig. 16, the on-board system 1000Ac is different from the on-board system 1000A, which in Fig. 8, in that a control unit UtaAc is provided instead of the control unit UtaA, and a control unit UtbAc is provided instead of the control unit UtbA. The rest of the configuration and function of the on-board system 1000Ac are similar to those of the on-board system 1000A, and therefore, a detailed description thereof will not be repeated.

[0256] The control unit UtaAc is different from the control unit UtaA, which is used in Fig. 8, an ATC 40C is provided instead of the ATC 40, and a main control unit 50C is provided instead of the main control unit 50. The remaining configuration and function of the control unit UtaAc are similar to those of the control unit UtaA, and therefore, a detailed description thereof will not be repeated. The configuration and function of the control part 10 (10a) provided in the control unit UtaAc are similar to those of the control part 10 (10a) of the control unit UtaA.

[0257] The control unit UtbAc is different from the control unit UtbA, which is used in Fig. 8, an ATC 40C is provided instead of the ATC 40, and a main control unit 50C is provided instead of the main control unit 50. The remaining configuration and function of the control unit UtbAc are similar to those of the control unit UtbA, and therefore, a detailed description thereof will not be repeated. The configuration and function of the control part 10 (10b) provided in the control unit UtbAc are similar to those of the control part 10 (10b) of the control unit UtbA.

[0258] The control unit UtaAc is provided on the carriage C1a corresponding to the end Eda of the transport vehicle C10. This means that the control unit UtaAc is provided at the end Eda of the transport vehicle C10. Therefore, two control parts 10 (10a), the ATC 40C and the main control unit 50C, are provided in the control unit UtaAc at the end Eda.

[0259] The control unit UtbAc is provided on the carriage C1b corresponding to the end Edb of the transport vehicle C10. This means that the control unit UtbAc is provided at the end Edb of the transport vehicle C10. Therefore, the two control parts 10 (10b), the ATC 40C and the main controller 50, which are included in the control unit UtbAc, are provided at the end Edb.

[0260] Therefore, the onboard system 1000Ac includes four control parts 10, two ATCs 40C, and two main control units 50C. The four control parts 10 are formed by two control parts 10 (10a) provided at the end Eda (the carriage C1a) and two control parts 10 (10b) provided at the end Edb (the carriage C1b).

[0261] Hereinafter, the ATC 40C, which is present in the control unit UtaAc, is also referred to as the "ATC 40Ca." Furthermore, the ATC 40C, which is present in the control unit UtbAc, is also referred to as the "ATC 40Cb." Furthermore, the main control unit 50C, which is present in the control unit UtaAc, is also referred to as the "main control unit 50Ca." Furthermore, the main control unit 50C, which is present in the control unit UtbAc, is also referred to as the "main control unit 50Cb."

[0262] In the configuration CtAc, similar to the second embodiment, the four control parts 10 operate, for example, according to the process allocation table TB1A shown in Fig. 9. This means that in the four control parts 10, one control part 10 operates as the backup control part Bc and two control parts 10 perform the maintenance process MtPr.

[0263] Furthermore, similarly to the second embodiment, in the configuration CtAc, the onboard system 1000Ac changes the process mode of the onboard system 1000Ac, thereby switching between the control part for performing the process MVPr and the control part for performing the maintenance process MtPr among the four control parts 10.

[0264] Furthermore, in the configuration CtAc, similar to the fourth embodiment, the ATCs 40Ca, 40Cb and the main control units 50Ca, 50Cb operate, for example, according to the process allocation table TB1C shown in Fig. 14. Therefore, one of the ATC 40Ca and the ATC 40Cb whose operating mode is the standby mode performs the maintenance process MtPr. Furthermore, for example, one of the main control unit 50Ca and the main control unit 50Cb whose operating mode is the standby mode performs the maintenance process MtPr.

[0265] Furthermore, in the CtAc configuration, similar to the fourth embodiment, the onboard system 1000Ac, under the ATC 40Ca and the ATC 40Cb, switches between the device for performing the process AtPr and the device for performing the maintenance process MtPr. Still further, similar to the fourth embodiment, the onboard system 1000Ac, under the main control unit 50Ca and the main control unit 50Cb, switches between the device for performing the process SpPr and the device for performing the maintenance process MtPr. <Zweite Abwandlung>

[0266] Note that the CtC configuration according to the fourth embodiment can be applied to the CtAx configuration according to the second embodiment. Hereinafter, the configuration in which the CtC configuration is applied to the CtAx configuration is also referred to as the "CtAxc configuration." The maintenance system in the CtAxc configuration is the 5000Ac maintenance system used in the Fig. 16. The 5000Ac maintenance system includes the 1000Ac on-board system, which is Fig. 16 is shown.

[0267] Similar to the CtAx configuration, the 1000Ac on-board system in the CtAxc configuration operates according to the process allocation table TB1AX, which is Fig. 10 is shown.

[0268] The four control parts 10 provided in the on-board system 1000Ac according to the process allocation table TB1AX are configured by: one control part 10 (the main control part Mc) that performs the process MVPr; two control parts 10 for performing the process MVPr upon a failure of the main control part Mc; and one control part 10 that performs the maintenance process MtPr during a period during which the main control part Mc performs the process MVPr.

[0269] Furthermore, similar to the second embodiment, in the configuration CtAxc, the onboard system 1000Ac changes the process mode of the onboard system 1000Ac, thereby switching between the control part for performing the process MVPr and the control part for performing the maintenance process MtPr among the four control parts 10.

[0270] Furthermore, similarly to the fourth embodiment, in the configuration CtAxc, the ATCs 40Ca, 40Cb and the main control units 50Ca, 50Cb operate, for example, according to the process allocation table TB1C shown in the Fig. 14. Therefore, one of the ATC 40Ca and the ATC 40Cb whose operation mode is the standby mode executes the maintenance process MtPr. Further, for example, one of the main control unit 50Ca and the main control unit 50Cb whose operation mode is the standby mode executes the maintenance process MtPr.

[0271] Furthermore, similar to the fourth embodiment, in the CtAxc configuration, the onboard system 1000Ac, under the ATC 40Ca and the ATC 40Cb, switches between the device for performing the process AtPr and the device for performing the maintenance process MtPr. Still further, similar to the fourth embodiment, the onboard system 1000Ac, under the main control unit 50Ca and the main control unit 50Cb, switches between the device for performing the process SpPr and the device for performing the maintenance process MtPr. <Dritte Abwandlung>

[0272] Note that the CtC configuration according to the fourth embodiment can be applied to the CtB configuration according to the third embodiment. Hereinafter, the configuration in which the CtC configuration is applied to the CtB configuration will also be referred to as the "CtBc configuration." Hereinafter, the maintenance system to which the CtBc configuration is applied will also be referred to as the "5000Bc maintenance system."

[0273] Furthermore, the control unit Uta to which the configuration CtBc is applied is also referred to as the "control unit UtaBc." Furthermore, the control unit Utb to which the configuration CtBc is applied is also referred to as the "control unit UtbBc."

[0274] The 5000Bc Maintenance System is different from the 5000B Maintenance System, which is Fig. 11, an on-board system 1000Bc is provided instead of the on-board system 1000B. The remaining configuration and function of the maintenance system 5000Bc are similar to those of the maintenance system 5000B, and therefore, a detailed description thereof will not be repeated. The on-board system 1000Bc is provided on the transport vehicle C10B, which is shown in Fig. 11 is shown.

[0275] Fig. Figure 17 is a block diagram showing the configuration of the 5000Bc maintenance system according to the third modification. Note that, in order to simplify the illustration, Fig. 17 shows only the onboard system 1000Bc, which is present in the maintenance system 5000Bc.

[0276] With reference to the Fig. 17, the on-board system 1000Bc is different from the on-board system 1000B, which is used in the Fig. 12, in that a control unit UtaBc is provided instead of the control unit Uta, and a control unit UtbBc is provided instead of the control unit Utb. The rest of the configuration and function of the onboard system 1000Bc are similar to those of the onboard system 1000B, and therefore, a detailed description thereof will not be repeated.

[0277] The control unit UtaBc is different from the control unit Uta, which is used in Fig. 12, an ATC 40C is provided instead of the ATC 40, and a main control unit 50C is provided instead of the main control unit 50. The remaining configuration and function of the control unit UtaBc are similar to those of the control unit Uta, and therefore, a detailed description thereof will not be repeated. The configuration and function of the control part 10 (10a) provided in the control unit UtaBc are similar to those of the control part 10 (10a) of the control unit Uta.

[0278] The control unit UtbBc is different from the control unit Utb, which is used in Fig. 12, in that an ATC 40C is provided instead of the ATC 40, and a main control unit 50C is provided instead of the main control unit 50. The remaining configuration and function of the control unit UtbBc are similar to those of the control unit Utb, and therefore, a detailed description thereof will not be repeated. The configuration and function of the control part 10 (10b) provided in the control unit UtbBc are similar to those of the control part 10 (10b) of the control unit Utb.

[0279] The control unit UtaBc is provided on the car C1a corresponding to the end Eda of each train unit C5. This means that the control unit UtaBc is provided at the end Eda of each train unit C5. Therefore, the control part 10 (10a), the ATC 40C, and the main control unit 50C included in the control unit UtaBc are provided at the end Eda of each train unit C5.

[0280] The control unit UtbBc is provided on the carriage C1b corresponding to the end Edb of each train unit C5. This means that the control unit UtbBc is provided at the end Edb of each train unit C5. Therefore, the control part 10 (10b), the ATC 40C, and the main control unit 50C provided in the control unit UtbBc are provided at the end Edb of each train unit C5.

[0281] In the configuration CtBc, for example, the transport vehicle C10B is formed by two tractor units C5. Therefore, the on-board system 1000Bc has four control parts 10, two ATCs 40C, and two main control units 50C. The four control parts 10 are formed by two control parts 10a and two control parts 10b. The control parts 10a, 10b are provided on the tractor unit C5a. The control parts 10a, 10b are provided on the tractor unit C5b.

[0282] Furthermore, similarly to the third embodiment, in the configuration CtBc, the clutch release process and the data external transmission process are performed.

[0283] Here, the following precondition Pr3B is discussed. In the precondition Pr3B, the transport vehicle C10B (k units of train units C5) includes a train unit C5a and a train unit C5b coupled to each other. Hereinafter, each of the control units UtaBc, UtbBc provided on the train unit C5a is also referred to as the "control unit UtCa." Furthermore, each of the control units UtaBc, UtbBc provided on each of the train units C5b is also referred to as the "control unit UtCb."

[0284] Furthermore, in the precondition Pr3B, the control part 10 of the control unit UtCa, provided on the tractor unit C5a, holds the state data StD representing the state of the tractor unit C5b. Furthermore, in the precondition Pr3B, in the coupling release process, the coupling between the tractor unit C5a and the tractor unit C5b is released.

[0285] In the data external transmission process in the precondition Pr3B, the control unit UtCa (the control part 10) provided on the tractor unit C5a transmits the state data StD to the control unit UtCb (of the tractor unit C5b) when the coupling between the tractor unit C5a and the tractor unit C5b is released. This configuration exhibits an effect similar to that shown in the third embodiment.

[0286] Hereinafter, the ATC 40C included in the control unit UtaBc will also be referred to as the "ATC 40Ca." Furthermore, the ATC 40C included in the control unit UtbBc will also be referred to as the "ATC 40Cb." Furthermore, the main control unit 50C included in the control unit UtaBc will also be referred to as the "main control unit 50Ca." Furthermore, the main control unit 50C included in the control unit UtbBc will also be referred to as the "main control unit 50Cb."

[0287] Furthermore, in the configuration CtBc, similar to the fourth embodiment, the ATCs 40Ca, 40Cb and the main control units 50Ca, 50Cb operate, for example, according to the process allocation table TB1C shown in Fig. 14. Therefore, one of the ATC 40Ca and the ATC 40Cb whose operating mode is the standby mode performs the maintenance process MtPr. Further, for example, one of the main control unit 50Ca and the main control unit 50Cb whose operating mode is the standby mode performs the maintenance process MtPr.

[0288] Furthermore, in the configuration CtBc, similar to the fourth embodiment, the onboard system 1000Bc, under the ATC 40Ca and the ATC 40Cb, switches between the device for performing the process AtPr and the device for performing the maintenance process MtPr. Furthermore, similar to the fourth embodiment, the onboard system 1000Bc, under the main control unit 50Ca and the main control unit 50Cb, switches between the device for performing the process SpPr and the device for performing the maintenance process MtPr. <Vierte Abwandlung>

[0289] Note that the configuration CtD according to the fifth embodiment can be applied to the configuration CtA of the second embodiment. Hereinafter, the configuration in which the configuration CtD is applied to the configuration CtA is also referred to as the "configuration CtAd." In the configuration CtAd, similar to the fifth embodiment, in the onboard system 1000A in the configuration CtA, the representative value specification process D (the maintenance process MtPr) is performed using the condition Cd and the condition priority.

[0290] In the representative value specification process D, using the condition Cd and the condition priority in the configuration CtAd, when the condition Cd associated with the state data StDt is satisfied, the state data StDt is processed according to the condition priority associated with the state data StDt.

[0291] Furthermore, the configuration CtD according to the fifth embodiment can be applied to the configuration CtB according to the third embodiment. Hereinafter, the configuration in which the configuration CtD is applied to the configuration CtB is also referred to as the "configuration CtBd." In the configuration CtBd, similar to the fifth embodiment, in the onboard system 1000B in the configuration CtB, the representative value specification process D (the maintenance process MtPr) is performed using the condition Cd and the condition priority.

[0292] Furthermore, the configuration CtD according to the fifth embodiment can be applied to the configuration CtC according to the fourth embodiment. Hereinafter, the configuration in which the configuration CtD is applied to the configuration CtC is also referred to as the "configuration CtCd." In the configuration CtCd, in the onboard system 1000C in the configuration CtC, similar to the fifth embodiment, the representative value specification process D (the maintenance process MtPr) is performed using the condition Cd and the condition priority.

[0293] Note that the CtD configuration according to the fifth embodiment can be applied to the CtAc configuration of the first modification. Hereinafter, the configuration in which the CtD configuration is applied to the CtAc configuration will also be referred to as the "CtAcd configuration." In the CtAcd configuration, similar to the fifth embodiment, in the onboard system 1000Ac in the CtAc configuration, the representative value specification process D (the maintenance process MtPr) is performed using the condition Cd and the condition priority.

[0294] Furthermore, the configuration CtD according to the fifth embodiment can be applied to the configuration CtAxc according to the second modification. Hereinafter, the configuration in which the configuration CtD is applied to the configuration CtAxc is also referred to as the "configuration CtAxcd." In the configuration CtAxcd, similar to the fifth embodiment, in the onboard system 1000Ac in the configuration CtAxc, the representative value specification process D (the maintenance process MtPr) is performed using the condition Cd and the condition priority.

[0295] Furthermore, the configuration CtD according to the fifth embodiment can be applied to the configuration CtBc according to the third modification. Hereinafter, the configuration in which the configuration CtD is applied to the configuration CtBc is also referred to as the "configuration CtBcd." In the configuration CtBcd, similar to the fifth embodiment, in the onboard system 1000Bc in the configuration CtBc, the representative value specification process D (the maintenance process MtPr) is performed using the condition Cd and the condition priority. (Functional block diagram)

[0296] Fig. Figure 18 shows a block diagram showing the characteristic functional configuration of the on-board system BL10. The on-board system BL10 corresponds to one of the on-board systems 1000, 1000A, 1000B, 1000C, 1000Ac, 1000Bc. This means that the Fig. 18 shows a block diagram showing the main functions of the on-board system BL10 according to the present invention.

[0297] The BL10 on-board system is deployed on an elongated transport vehicle that travels along a pre-determined route.

[0298] The onboard system BL10 functionally comprises control parts BL1, BL2. The control part BL1 corresponds to the control part 10a. The control part BL2 corresponds to the control part 10b. Each of the control parts BL1, BL2 has the function of performing the first process for controlling the travel of the transport vehicle.

[0299] The control part BL1 is provided at the first end, which is one end of the transport vehicle. The control part BL2 is provided at the second end, which is the other end of the transport vehicle. During a period during which the control part BL1 is performing the first process, the control part BL2 does not perform the first process.

[0300] The control part BL2 executes the maintenance process for performing the maintenance of the transport vehicle during the period during which the control part BL1 executes the first process.

[0301] Furthermore, the BL10 on-board system performs the following transport vehicle maintenance procedure. Fig. 19 shows a flowchart of the transport vehicle maintenance procedure.

[0302] The transport vehicle maintenance method includes step S1. In step S1, a process Prs1 is performed. In the process Prs1, during a period during which the control part BL1 is performing the first process, the control part BL2 executes the maintenance process for performing maintenance of the transport vehicle. (Other variation)

[0303] While the onboard system of the present invention has been described above based on the embodiments, the present invention is not limited to the embodiments. Within the scope that does not deviate from the spirit of the present invention, the present invention may include any modifications of the embodiments that are within the scope of the art. This means that, within the scope of the invention, the present invention includes any combinations, modifications, and omissions of the embodiments and modifications as appropriate.

[0304] Hereinafter, the on-board system according to the present invention is also referred to as the "on-board system hzs." The on-board system hzs is one of the on-board systems 1000, 1000A, 1000B, 1000C, 1000Ac, 1000Bc.

[0305] Furthermore, the on-board system hzs may not include all the components shown in the drawings. This means that the on-board system hzs should include the minimum components that demonstrate the effect of the present invention. For example, the control unit Ut of the on-board system hzs may be equipped with the air conditioning device AC1.

[0306] Furthermore, the function of each of the control parts 10a, 10b present in the on-board system hzs can also be realized by two processing circuits.

[0307] One of the two processing circuits executes the maintenance process for performing maintenance of the transport vehicle during a period of time, while the other of the processing circuits executes the first process.

[0308] The processing circuits may each be implemented by dedicated hardware. Furthermore, the processing circuits may each be a processor that executes a program stored in a memory. The processor is, for example, a CPU (central processing unit), a central processing unit, an arithmetic unit, a microprocessor, a microcomputer, a DSP (digital signal processor), and the like.

[0309] Hereinafter, the configuration in which the processing circuits are each assigned hardware is also referred to as the "Cs1 configuration." Furthermore, the configuration in which the processing circuits are each a processor is also referred to as the "Cs2 configuration."

[0310] In the Cs1 configuration, the processing circuits are, for example, a single circuit, a combined circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination of the above.

[0311] Note that the configuration in which all or part of the components present in the on-board system hzs are implemented in hardware is, for example, as follows. Hereinafter, the on-board system in which all or part of the components present in the on-board system hzs are implemented in hardware is also referred to as the "on-board system hd10."

[0312] Fig. Figure 20 shows a hardware configuration diagram of the on-board system hd10. With reference to the Fig.20, the on-board system hd10 has a processor hd1, a processor hd2 and a memory hd3.

[0313] The HD3 memory is, for example, a volatile or non-volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), Flash memory, EPROM, EEPROM, or similar. Furthermore, the HD3 memory is, for example, a magnetic floppy disk, a flexible floppy disk, an optical disk, a compact disc, a minidisk, a DVD, or similar.

[0314] The processor hd1 corresponds to the control part 10a. The processor hd2 corresponds to the control part 10b.

[0315] In configuration Cs2, the processing circuits are the processors hd1, hd2. In configuration Cs2, the function of each of the control sections 10a, 10b is implemented by software, firmware, or a combination of software and firmware. The software or firmware is described as a program and stored in memory hd2.

[0316] Furthermore, in the configuration Cs2, the processing circuits (the processors hd1, hd2) read a program stored in the memory hd2 and execute the program, which realizes the function of each of the control parts 10a, 10b. This means that the memory hd2 stores the following program.

[0317] The program causes a computer to execute, for example, the procedure of the process performed by each of the control parts 10a, 10b, the method for executing the processes, and the like.

[0318] Furthermore, the present invention can be implemented as a transportation vehicle maintenance method that includes, as steps, the operations of the characteristic components of the onboard system hzs. Furthermore, the present invention can be implemented as a program that causes a computer to execute the steps implemented in the transportation vehicle maintenance method. Furthermore, the present invention can be implemented as a computer-readable recording medium that stores such a program. Furthermore, the program can be distributed via a transmission medium over the Internet.

[0319] Each numerical value used in the above-described embodiments is an exemplary numerical value for specifically describing the present invention. This means that the present invention is not limited to each of the numerical values ​​used in the above-described embodiments.

[0320] For example, each of the transport vehicles C10, C10B may not be limited to a train. Each of the transport vehicles C10, C10B may be a bus, a road vehicle, a monorail vehicle, or the like. Explanation of reference symbols 10, 10a, 10b, BL1, BL2 control unit 11 Maintenance part 40, 40C, 40Ca, 40Cb ATC 50, 50C, 50Ca, 50Cb main control unit 1000, 1000A, 1000Ac, 1000B, 1000Bc, 1000C, BL10, HD10 onboard system 5000, 5000A, 5000Ac, 5000B, 5000Bc, 5000C Maintenance System

Claims

[1] An on-board system (1000) provided in a transport vehicle (C10, C10B) that is elongated and travels along a pre-provided route (RL1), the on-board system (1000) comprising u (where u is a natural number of 4 or greater) pieces of control parts (10), where each of the u-pieces of control parts (10) has a function of performing a first process for controlling the travel of the transport vehicle (C10, C10B), wherein the U-pieces of control parts (10) have: a main control part (Mc) which is a control part (10) that performs the first process; and three or more control parts (10) excluding the main control part (Mc) of the u-pieces of control parts (10), wherein each of the three or more control parts (10) does not execute the first process during a period during which the main control part (Mc) executes the first process, and the three or more control parts (10) perform a plurality of types of maintenance processes in a distributed manner in the period during which the first main control part (Mc) performs the first process. [2] On-board system (1000) according to claim 1, wherein each of the plurality of types of maintenance processes is a process of handling a plurality of data types representing a state of the transport vehicle (C10, C10B), wherein each of the plurality of data types is associated with a condition relating to the state of the transport vehicle (C10, C10B) and a priority which is used when the condition is met, and Target data that is one of the plurality of data types is processed when the condition associated with the target data is met, according to the priority associated with the target data. [3] On-board system (1000) according to claim 1 or 2, wherein the on-board system (1000) has a function of communicating with a ground system (2000) provided on a ground, the transport vehicle (C10B) is formed by k (where k is a natural number of 2 or greater) pieces of train units (C5) which are linearly coupled to each other, and the k-pieces of train units (C5) comprise a first train unit (C5a) and a second train unit (C5b) which are coupled to one another, the on-board system (1000) further comprising: a first control unit (UtCa, Uta, Utb) provided in the first train unit (C5a); and a second control unit (UtCb, Uta, Utb) provided in the second train unit (C5b), wherein the first control unit (UtCa) holds status data indicating a status of the second train unit (C5b), and the first control unit (UtCa) transmits the status data to one of the ground system (2000) and the second control unit (UtCb) when the coupling between the first tractor unit (C5a) and the second tractor unit (C5b) is released. [4] On-board system (1000) according to one of claims 1 to 3, further comprising: a first device (40Ca, 50Ca); and a second device (40Cb, 50Cb), wherein each of the first device (40Ca, 50Ca) and the second device (40Cb, 50Cb) has a maintenance part (11) having a function for performing one of the types of maintenance processes, wherein each of the first device (40Ca, 50Ca) and the second device (40Cb, 50Cb) has, as an operation mode, a normal mode for performing a second process related to the travel of the transport vehicle (C10) and a standby mode in which the performance of the second process is not permitted, when the operating mode of the first device (40Ca, 50Ca) is the normal mode, the operating mode of the second device (40Cb, 50Cb) is the standby mode, when the operating mode of the second device (40Cb, 50Cb) is the normal mode, the operating mode of the first device (40Ca, 50Ca) is the standby mode, and one of the first device (40Ca, 50Ca) and the second device (40Cb, 50Cb) whose operation mode is the standby mode performs one of the types of maintenance processes. [5] The on-board system (1000) according to claim 4, wherein the on-board system (1000) switches between a device for performing the second process and a device for performing one of the types of maintenance processes among the first device (40Ca, 50Ca) and the second device (40Cb, 50Cb). [6] A transport vehicle maintenance method performed by an on-board system (1000) provided in a transport vehicle (C10, C10B) that is elongated and travels along a pre-provided route (RL1), wherein the on-board system (1000) comprises u (where u is a natural number of 4 or greater) pieces of control parts (10), each of the u-pieces of control parts has a function for performing a first process for controlling the travel of the transport vehicle (C10, C10B), wherein the U-pieces of control parts (10) have: a main control part (Mc) which is a control part (10) that performs the first process; and three or more control parts (10) excluding the main control part (Mc) of the u-pieces of control parts (10), wherein each of the three or more control parts (10) does not perform the first process during a period during which the main control part (Mc) performs the first process, and the transport vehicle maintenance method comprises a step (S1) in which the three or more control parts (10) perform a plurality of types of maintenance processes for performing maintenance of the transport vehicle (C10, C10B) in a distributed manner in the period during which the main control part (Mc) performs the first process.

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