Master controller

Abstract

To provide a master controller that is able to limit an erroneous operation performed by an operator.SOLUTION: A master controller according to an embodiment includes an operation unit, a control unit, and a determination unit. The operation unit accepts an operation of a railway vehicle from an operator. The control unit generates a control signal of the railway vehicle, based on an operation result of the operation unit. The determination unit determines an operator. The control unit restricts the operation of the railway vehicle according to the determined operator.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] Embodiments according to the present invention relate to a main controller.

Background Art

[0002] Facing a shrinking population society, it has become difficult to secure / train drivers, and the "introduction of automatic train operation" is being considered. The introduction is carried out step by step, and the operation of a conductor (without a license) who only supports automatic train operation in case of emergency is being considered. Although the conductor does not perform driving operations, in order to perform the operation of an emergency stop of the train, it is necessary to give a different (operation-limiting) mass control operation function from that of a driver.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object is to provide a main controller that can limit incorrect operations by an operator.

Means for Solving the Problems

[0005] The main controller according to the present embodiment includes an operation unit, a control unit, and a discrimination unit. The operation unit receives an operation of a railway vehicle from an operator. The control unit generates a control signal for the railway vehicle based on the operation result of the operation unit. The discrimination unit discriminates the operator. The control unit restricts the operation of the railway vehicle according to the discriminated operator.

Brief Description of the Drawings

[0006]

Figure 1

Figure 2

Mode for Carrying Out the Invention

[0007] Hereinafter, embodiments of the present invention will be described with reference to the drawings. This embodiment does not limit the present invention. The drawings are schematic or conceptual, and the ratios of each part are not necessarily the same as those in reality. In the specification and drawings, the same reference numerals are given to the same elements as those described above with respect to the already shown drawings, and detailed descriptions thereof are omitted as appropriate.

[0008] (First Embodiment) FIG. 1 is a diagram showing an example of the configuration of the main controller 100 according to the first embodiment. FIG. 1 shows the appearance of the main controller 100. FIG. 2 is a block diagram showing an example of the functional configuration of the main controller 100 according to the first embodiment.

[0009] The main controller 100 (master controller) is provided in the driver's seat of a moving body such as a railway vehicle.

[0010] The main controller 100 includes a switching unit 10, a discrimination unit 20, an operation unit 30, and a control unit 40.

[0011] The switching unit 10 is provided in the main controller 100 and switches the ON / OFF of the main controller 100. The switching unit 10 can insert, for example, a key for switching the ON / OFF of the main controller 100. Note that the switching unit 10 is not limited to a key operation, and the ON / OFF of the main controller 100 may be switched by inserting an IC (Integrated Circuit) card or face authentication.

[0012] The discrimination unit 20 discriminates the operator. The discrimination unit 20 discriminates the operator as a driver or someone other than the driver. Those other than the driver are, for example, passengers. Hereinafter, the case where those other than the driver are passengers will be described.

[0013] Further, the discrimination unit 20 is provided in the switching unit 10. In this case, the discrimination unit 20 discriminates the operator at the timing when the switching unit 10 turns on the main controller 100. The discrimination unit 20 discriminates the operator based on the inserted key. Note that the discrimination unit 20 is not limited to key operations, and may discriminate the operator by IC card insertion, face authentication, or the like.

[0014] As shown in FIG. 2, the discrimination unit 20 outputs the "discrimination information" of the operator to the operation unit 30.

[0015] The operation unit 30 receives the operation of the railway vehicle from the operator.

[0016] The operation unit 30 includes, for example, a reverse handle 31 and a main handle 32.

[0017] The reverse handle 31 is provided on the main controller 100 and is a handle that controls the forward and backward commands. The reverse handle 31 can be switched to "forward", "neutral", and "backward".

[0018] The main handle 32 is provided on the main controller 100 and is a handle that controls the power running or braking operation of the vehicle. The main handle 32 can be switched to "emergency / withdrawal", "brake band", "neutral", and "power band".

[0019] As shown in FIG. 2, the operation unit 30 outputs the "handle angle" of the main handle 32 and the "discrimination information" of the operator to the control unit 40. Note that the "handle angle" may include not only the angle data of the main handle 32 but also the data of the reverse handle 31.

[0020] The control unit 40 generates a control signal for the railway vehicle based on the operation result of the operation unit 30. Further, the control unit 40 outputs the generated control signal. The control unit 40 converts the operation result into a control signal by, for example, a program. The control unit 40 is, for example, a microprocessor mounted on a control board.

[0021] In addition, the control unit 40 restricts the operation of the railway vehicle according to the identified operator. More specifically, the control unit 40 restricts the operation of the railway vehicle by the attendant. Thereby, it is possible to provide operation restrictions for each operator of the main controller 100. As a result, incorrect operations by the operator can be restricted, and the vehicle can be operated safely.

[0022] The main controller 100 further includes a restriction mechanism (interlock mechanism) (not shown). The restriction mechanism restricts operations such as the operation unit 30. The restriction mechanism mechanically (mechanically (hard) locks or electromagnetic locks) restricts operations such as the operation unit 30, for example. The control unit 40 restricts the operation of the railway vehicle by controlling the restriction mechanism.

[0023] Next, the operation of restricting the operation of the railway vehicle will be described.

[0024] The ON / OFF switching of the main controller 100 is performed by, for example, a key operation, IC card insertion, or face authentication. The restriction mechanism mechanically connects, for example, the operation unit 30 and the switching unit 10 to restrict the operation of the operation unit 30 and the ON / OFF of the switching unit 10. The restriction mechanism has, for example, an interlock link mechanism and gears. Hereinafter, the ON state of the switching unit 10 is referred to as "on", and the OFF state is referred to as "off".

[0025] First, the case (A) where the operator is a driver will be described.

[0026] In the initial state, the switching unit 10 is "off" (step Aa). The reverse handle 31 is fixed at the "off" position (interlocked state). The main handle 32 is fixed at the "emergency / withdrawal" position (interlocked state).

[0027] Next, the switching unit 10 switches from "off" to "on" (step Ab). The reverse handle 31 can be switched from "off" to "forward" or "backward". The main handle 32 is fixed at the "emergency / withdrawal" position (interlocked state).

[0028] Next, the reverse handle 31 switches from "off" to "forward" or "backward" (step Ac). The switching unit 10 is in the "engaged" position fixed (interlocked state). The main handle 32 can be switched to "brake band", "off", or "power assist band".

[0029] Next, the main handle 32 switches from "emergency / removal" to "brake band", "off", or "power assist band" (step Ad). The switching unit 10 is in the "engaged" position fixed (interlocked state). The reverse handle 31 is in the "forward" or "backward" position fixed (interlocked state).

[0030] Next, the main handle 32 switches from "brake band", "off", or "power assist band" to "emergency / removal" (step Ae). The switching unit 10 is in the "engaged" position fixed (interlocked state). The reverse handle 31 can be switched from "forward" or "backward" to "off".

[0031] Next, the reverse handle 31 switches from "forward" or "backward" to "off" (step Af). The switching unit 10 can be switched from "engaged" to "off". The main handle 32 is in the "emergency / removal" position fixed (interlocked state).

[0032] Next, the switching unit 10 switches from "engaged" to "off" (step Ag). The reverse handle 31 is in the "off" position fixed (interlocked state). The main handle 32 is in the "emergency / removal" position fixed (interlocked state).

[0033] Next, the case where the operator is a passenger (B) will be described.

[0034] In the initial state, the switching unit 10 is in the "off" state (step Ba). The reverse handle 31 is in the "off" position fixed (interlocked state). The main handle 32 is in the "emergency / removal" position fixed (interlocked state).

[0035] Next, the switching unit 10 switches from "off" to "on" (step Bb). The reverse handle 31 is fixed at the "off" position (interlocked state). The main handle 32 can be switched from "emergency / extraction" to "brake band" or "off". Therefore, the main handle 32 cannot be switched to the "power running band".

[0036] Next, the main handle 32 switches from "emergency / extraction" to "brake band" or "off" (step Bc). The switching unit 10 is fixed at the "on" position (interlocked state). The reverse handle 31 is fixed at the "off" position (interlocked state).

[0037] Next, the main handle 32 switches from "brake band" or "off" to "emergency / extraction" (step Bd). The switching unit 10 can be switched from "on" to "off". The reverse handle 31 is fixed at the "off" position (interlocked state).

[0038] Next, the switching unit 10 switches from "on" to "off" (step Be). The reverse handle 31 is fixed at the "off" position (interlocked state). The main handle 32 is fixed at the "emergency / extraction" position (interlocked state).

[0039] As described above, according to the first embodiment, the discrimination unit 20 discriminates the operator. The control unit 40 restricts the operation of the railway vehicle according to the discriminated operator. Thereby, it is possible to provide an operation restriction for each operator of the main controller 100. As a result, it is possible to restrict incorrect operations by the operator and to operate the vehicle safely.

[0040] (Modification example) The modification example differs from the first embodiment in the method of restricting the operation of the railway vehicle. In the modification example, no restriction mechanism is provided.

[0041] The control unit 40 restricts the operation of the railway vehicle by restricting the output of the control signal. In this case, the output of the control signal due to operations such as the reverse handle 31 and the main handle 32 is restricted.

[0042] As in the modification example, the operation of the railway vehicle may be restricted by restricting the output of the signal. The main controller 100 according to the modification example can obtain the same effects as those in the first embodiment.

[0043] At least a part of the data processing method in the main controller 100 according to the present embodiment may be configured by hardware or software. When configured by software, a program for realizing at least a part of the functions of the data processing method may be stored in a recording medium such as a flexible disk or a CD-ROM, and read and executed by a computer. The recording medium is not limited to removable ones such as magnetic disks and optical disks, and may be a fixed recording medium such as a hard disk device or a memory. Also, a program for realizing at least a part of the functions of the data processing method may be distributed via a communication line (including wireless communication) such as the Internet. Further, the program may be encrypted, modulated, compressed, and then distributed via a wired or wireless line such as the Internet or stored in a recording medium.

[0044] Although some embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and gist of the invention, as well as in the invention described in the claims and its equivalent scope.

Explanation of Reference Numerals

[0045] 100 Main controller, 10 Switching unit, 20 Discrimination unit, 30 Operation unit, 40 Control unit

Claims

1. An operation unit that receives an operation of a railway vehicle from an operator, a control unit that generates a control signal for the railway vehicle based on an operation result of the operation unit, a discrimination unit that discriminates the operator, and comprising, wherein the control unit restricts the operation of the railway vehicle according to the discriminated operator, a main controller.

2. further comprising a switching unit that switches ON / OFF of the main controller, wherein the discrimination unit is provided in the switching unit, and discriminates the operator at a timing when the switching unit turns ON the main controller, the main controller according to Claim 1.

3. further comprising a restriction mechanism that restricts the operation of the operation unit, wherein the control unit restricts the operation of the railway vehicle by controlling the restriction mechanism, the main controller according to Claim 1.

4. further comprising a switching unit that switches ON / OFF of the main controller, wherein the restriction mechanism mechanically connects the operation unit and the switching unit, and restricts the operation of the operation unit and the ON / OFF of the switching unit, the main controller according to Claim 3.

5. wherein the control unit restricts the operation of the railway vehicle by restricting the output of the control signal, the main controller according to Claim 1.

6. wherein the discrimination unit discriminates the operator as a driver or other than the driver, wherein the control unit restricts the operation of the railway vehicle by other than the driver, the main controller according to Claim 1.

Images