Railway vehicle drive system, drive method, and drive control device

Abstract

The present invention aims to ensure the safety of workers and information security when communication is performed between a traction control device of a railway vehicle and a device located outside the railway vehicle. [Solution] The railway vehicle drive system of the present invention is a railway vehicle drive system that connects the railway vehicle's drive control device and an information display device located outside the railway vehicle via wireless communication and transmits information, wherein the drive control device has a wireless communication device and a communication control unit, and the wireless communication device establishes, between the drive control device and the information display device, a first communication that transmits information from the drive control device to the information display device and a second communication that transmits information from the information display device to the drive control device, and the communication control unit enables the second communication when a flag indicating that the railway vehicle is in a safe state is set.

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle traction system, a traction method, and a traction control device. [Background technology]

[0002] In recent years, there have been information transmission and monitoring systems that use data communication functions between moving vehicles and wayside equipment to transmit real-time information about the vehicle, such as abnormal conditions and operating conditions, to the wayside in real time, allowing for the monitoring and management of the vehicle's condition. In this system, for example, in response to an on-demand command from the wayside equipment, each on-board device, such as a driving recorder, can transmit the monitor data recorded in each on-board device to the wayside equipment.

[0003] For example, in the case of railway vehicles, it is now possible to send monitor data such as the operating status of the vehicle's drive system, the vehicle's status and operation records (such as occupancy rates, the number of times a circuit breaker is used, and records of driving operations), daily operation schedules related to operation management, and seat reservation data to the ground equipment. This makes it possible to monitor and manage the daily operating status of railway vehicles, enabling, for example, early detection of abnormalities in the onboard equipment of railway vehicles and rapid recovery of the equipment. Furthermore, because the status of onboard equipment can be constantly managed, in addition to time-based maintenance (TBM), which manages maintenance based on time, condition-based maintenance (CBM), which sets maintenance schedules based on the status and operating history of onboard equipment, can now be performed, improving maintenance efficiency and reducing labor.

[0004] Furthermore, by sending commands from the ground equipment to the onboard equipment of the railway vehicle, it is possible to update advertising data, announcement data, etc., and also to update the software of the onboard equipment, thereby improving maintainability in terms of data stored in the vehicle and software updates.

[0005] An example of an automotive system for updating data and software stored in a vehicle is described in Patent Document 1. The content described in Patent Document 1 is a configuration that determines whether the vehicle is stopped, and outputs information indicating whether the engine is running or stopped to a vehicle information acquisition unit, making it possible to determine whether the vehicle is stopped. This determination function controls the timing of software updates and the locations where updates are possible, particularly for the software of the vehicle drive device installed in the vehicle, so that software updates can be performed at safe times and locations that do not interfere with driving.

[0006] Specifically, Patent Document 1 aims to provide an access restriction device, an in-vehicle communication system, and a communication restriction method that can prevent information leakage to the outside due to unauthorized access to the in-vehicle network by an unauthorized program, and discloses the following as inventions of the access restriction device, the in-vehicle communication system, and the communication restriction method: "Communication between the in-vehicle network of the vehicle and an external device such as a terminal device 3 is performed via a security controller 10. The security controller 10 can add or update programs that involve information transmission and reception processing. The security controller 10 performs processing to restrict access to information on the in-vehicle network that occurs as the programs are executed, based on the access authority level of each program and the access permission level of each piece of information. Furthermore, when information is sent to the in-vehicle network as the programs are executed, the security controller 10 restricts the transmission based on the access authority level of each program and the access permission level of each piece of information."

[0007] Another example of a railway vehicle is the case described in Patent Document 2. The content of Patent Document 2 is a technology in which, upon receiving a communication frame including an update instruction from an instruction device determined to be an authorized instruction device, the update instruction is sent to an update unit, and the update unit updates the control information stored in a storage unit in accordance with the update instruction, and if it is determined that the railway vehicle is stopped, the control information stored in the storage unit is updated, and communication is permitted only when the railway vehicle is stopped. As a result, Patent Document 2 discloses a technical configuration that enables software updates in railway vehicles at safe times that do not interfere with running (this is particularly important in the case of railway vehicle drive devices).

[0008] Specifically, Patent Document 2 discloses the following as inventions of a vehicle control device, a vehicle control system, and a program: "The control device (10) includes a communication unit (11) that receives authentication information, a control instruction, and an update instruction from at least one instruction device, an authentication unit (12) that determines whether the instruction device that transmitted the authentication information is a pre-authorized instruction device, a control unit (13) that reads out control information stored in a storage unit (14) in response to a control instruction transmitted by the instruction device that has been determined to be a pre-authorized instruction device, and executes control based on the read control information, a storage unit (14) that stores the control information, and an update unit (15) that updates the control information stored in the storage unit (14) in response to an update instruction transmitted by the instruction device that has been determined to be a pre-authorized instruction device." [Prior art documents] [Patent documents]

[0009] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-168219 [Patent Document 2] International Publication No. 2020 / 157797 Summary of the Invention [Problem to be solved by the invention]

[0010] Generally, data is collected by an operator connecting a cable to a drive control device such as a drive unit or auxiliary machinery of a railway vehicle. When communication is performed between the drive control device and a device located outside the railway vehicle, the inventors have found that the configurations shown in Patent Documents 1 and 2 have the following problems when applied to railway vehicles.

[0011] First, there are safety and workability issues. Railway vehicles, especially during startup and operation, require high-power, high-voltage electricity from overhead contact lines to power the drivetrain and auxiliary equipment that provides power for air conditioning, lighting, and other functions. Furthermore, data collection typically involves connecting cables to the drivetrain and auxiliary equipment. However, when the drivetrain or auxiliary equipment circuits are shut down or malfunctions, high voltages may be generated by the circuit's power storage devices (e.g., smoothing capacitors or batteries), posing a risk of electric shock when handling the drivetrain. Furthermore, drivetrains are relatively large and heavy devices, often located in locations where securing work space is difficult, such as under the vehicle floor. Therefore, establishing communication is often a complex undertaking that requires ensuring the safety of workers while avoiding the risk of device detachment. Therefore, whether using wired or wireless communication, establishing communication requires sufficient electrical safety measures, such as insulation and no voltage, beforehand.

[0012] The second issue is ensuring reliability in terms of information security. Because the drive system of a railway vehicle is a device that is involved in the running of the vehicle, if a malfunction occurs due to unauthorized intrusion into the communication circuit from outside or a loss or abnormality in transmitted information, it could not only hinder the running of the railway vehicle but could also pose a risk to running safety. To prevent such situations from occurring, information security measures are also necessary for communication functions, etc.

[0013] In response to the first and second issues, Patent Documents 1 and 2 allow software updates only when a predetermined signal is received while the vehicle is stopped. However, even when the railway vehicle is stopped, as mentioned above, there are cases where high power or high voltage is supplied, and there are cases where high voltage is generated by the power storage device in the circuit when the circuit of the drive unit or auxiliary equipment is stopped or when the equipment malfunctions, etc., and other risks may be latent. Simply determining whether the railway vehicle is stopped can improve information security, but it is difficult to ensure the safety of workers.

[0014] Furthermore, Patent Documents 1 and 2 do not limit the locations where railway vehicle inspections or on-board equipment software updates can be performed, and allowing the vehicle to be operated from any location poses a high risk in terms of railway vehicle information security. For example, if it were assumed that software for a railway vehicle system made up of multiple equipment manufacturers could be operated from outside from any location without limiting the operator, this could be disadvantageous in terms of information security.

[0015] Therefore, an object of the present invention is to ensure the safety of workers and information security when communication is performed between a traction control device of a railway vehicle and a device located outside the railway vehicle. [Means for solving the problem]

[0016] In order to solve the above problems, one representative railway vehicle drive system according to the present invention is a railway vehicle drive system that connects a railway vehicle drive control device and an information display device located outside the railway vehicle via wireless communication to transmit information, wherein the drive control device has a wireless communication device and a communication control unit, and the wireless communication device establishes, between the drive control device and the information display device, a first communication for transmitting information from the drive control device to the information display device, and a second communication for transmitting information from the information display device to the drive control device, and the communication control unit enables the second communication when a flag indicating that the railway vehicle is in a safe state is set. [Effects of the Invention]

[0017] According to the present invention, when communication is performed between a traction control device of a railway vehicle and a device arranged outside the railway vehicle, the safety of workers and information security can be ensured. Problems, configurations, and effects other than those described above will become apparent from the following description of the preferred embodiment of the invention. [Brief explanation of the drawings]

[0018] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of a traction system for a railway vehicle. [Figure 2] FIG. 2 is a diagram illustrating an example of the configuration of the drive control device. [Figure 3] FIG. 3 is a diagram showing an example of a case where the conditions under which wireless communication is possible change depending on whether the housing is opened or closed. [Figure 4] FIG. 4 is a diagram showing an example of the configuration of a railway vehicle drive system according to the second embodiment. [Figure 5] FIG. 5 is a diagram showing an example of a case where the conditions under which wireless communication is possible change depending on the vehicle state and vehicle position. [Figure 6] FIG. 6 is a diagram showing an example of a case where the conditions under which wireless communication is possible change depending on the vehicle state, the vehicle position, and the open / closed state of the housing. [Figure 7] FIG. 7 is a diagram showing an example of a case where the conditions under which wireless communication is possible change depending on the vehicle state and vehicle position. DETAILED DESCRIPTION OF THE INVENTION

[0019] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that the present invention is not limited to this embodiment. In addition, in the description of the drawings, the same parts are designated by the same reference numerals. [Example]

[0020] FIG. 1 is a diagram showing an example of the configuration of a railway vehicle traction system. The traction system 100 includes a railway vehicle 1, a railway vehicle traction device (hereinafter simply referred to as a "traffic device" 2), and an information display device 3. The railway vehicle 1 has the traction device 2, which communicates with the information display device 3. The traction system 100 connects the traction control device of the railway vehicle 1 and the information display device 3 arranged outside the railway vehicle 1 via wireless communication, and transmits information.

[0021] For ease of understanding, FIG. 1 omits configurations primarily related to travel control, but a brief description of travel control will be provided below. The drive unit 2 controls the travel of the railway vehicle 1 using electric power or power for the railway vehicle to drive the railway vehicle 1. For example, if the railway vehicle 1 is a DC electric vehicle, a smoothing filter circuit is provided in the railway vehicle 1, and an inverter circuit is provided in the drive unit 2. The drive unit 2 receives DC power from the electric railroad line through the smoothing filter circuit. The drive unit 2 converts the DC power into three-phase AC power using an inverter device and drives an AC motor, thereby accelerating the railway vehicle 1. When decelerating the railway vehicle 1, the drive unit 2 converts the three-phase AC power generated by the rotation of the AC motor using an inverter device to DC power, and performs a regenerative operation of returning the DC power to the electric railroad line, thereby braking the railway vehicle 1 and decelerating the railway vehicle 1. In this way, the drive unit 2 is a device for accelerating and decelerating the railway vehicle 1.

[0022] Next, a configuration related to communication will be described. In this embodiment, the drive unit 2 includes a drive control unit 5 therein. The drive control unit 5 includes a housing box that covers the railcar drive control device 17 (a control device for driving the railcar 1, hereinafter also referred to simply as the "drive control device"), and the housing box includes a housing surface 4 that opens the drive control device 17 to the outside. The drive control device 17 is a device that drives the drive unit 2. The drive control device 17 in the drive control unit 5 includes a vehicle state confirmation unit 6, a vehicle position determination unit 7, a housing open / close determination unit 8, a GPS 9, a communication control unit 13, a voltage sensor 15, and a wireless communication device 51. The communication control unit 13 is connected to the vehicle state confirmation unit 6, the vehicle position determination unit 7, the housing open / close determination unit 8, and the wireless communication device 51, and transmits and receives information among them. Note that, although a case where the housing covering the drive control device 17 has a housing surface 4 will be described, the housing may have multiple housing surfaces. At least a portion of the multiple housing surfaces may be open, but in this disclosure, the housing surface 4 will be described as an example.

[0023] The vehicle state checking unit 6 is connected to a voltage sensor 15 and acquires voltage information 16. The voltage sensor 15 is capable of measuring the potential of the housing of the drive control unit 5, for example. Furthermore, the case open / close determining unit 8 receives a case open / close signal 14 that indicates the open / close state of the case surface 4, and determines whether the case surface 4 is open or closed. Furthermore, the vehicle position determination unit 7 is connected to a GPS 9 and receives position information 10 of the railway vehicle 1 .

[0024] Furthermore, the wireless communication device 51 of the drive control unit 5 is an interface that performs wireless communication between the inside of the housing of the drive control unit 5 and the outside of the housing of the drive control unit 5. The communication control unit 13 controls whether communication is possible, and can permit or prohibit communication of the wireless communication device 51 of the drive control unit 5. Specifically, the wireless communication device 51 establishes, between the drive control device 17 and the information display device 3, a first communication 11 for transmitting information (communication data) from the drive control device 17 to the information display device 3, and a second communication 12 for transmitting information from the information display device 3 to the drive control device 17. Furthermore, the communication control unit 13 controls whether communication is possible between the first communication 11 and the second communication 12 based on at least one of the state of the railway vehicle 1, the location of the railway vehicle 1, and the open / closed state of the housing. Details will be described later.

[0025] The information display device 3 is a device that is placed on the ground, for example. The information display device 3 has an output device that displays internal information of the drive control unit 5 and an input device into which an operator inputs instructions indicating whether or not to rewrite the software of the drive control unit 5. The information display device 3 also has a wireless communication device 52. A first communication 11 that transmits communication data from the wireless communication device 51 of the drive unit 2 to the wireless communication device 52 of the information display device 3 and a second communication 12 that transmits communication data from the wireless communication device 51 of the drive unit 2 to the wireless communication device 52 of the information display device 3 are established between the wireless communication device 52 of the information display device 3 and the wireless communication device 51 of the drive unit 2. A general-purpose wireless communication standard (e.g., Wifi (registered trademark)) can be applied to the first communication 11 and the second communication 12, for example.

[0026] The information transmitted by the first communication 11 is monitoring data information including data indicating the state of the railway vehicle 1, and is, for example, data including internal information of the drive control unit 5. By displaying the internal information of the drive control unit 5 on the information display device 3, a user (worker) outside the railway vehicle 1 can recognize the internal information of the drive control unit 5, and the operating status and operating records of the drive control unit 5 can be confirmed and monitored outside the railway vehicle 1. This makes it possible to safely and easily check the operation of the drive control unit 5, identify faulty parts, and perform maintenance management.

[0027] Furthermore, the information transmitted by the second communication 12 is information for updating the software of the drive control device 17, such as software data for the drive control unit 5. When it is desired to change the control functions of the drive control unit 5, the software of the drive control unit 5 can be updated to software that implements the changed control functions via wireless communication, making it possible to safely and easily update the software. Furthermore, since no special work burden is placed on the worker, software updates can be performed easily.

[0028] FIG. 2 is a diagram showing an example of the configuration of the drive control device 17. The drive control device 17 is included in the drive control unit 5 and is covered by a housing. The drive control device 17 includes a CPU 102, a RAM 103, a position information acquisition unit 104, a GPS 9, a wireless communication device 51, a storage unit 106, a vehicle information acquisition unit 107, a speed sensor 108, an engine control unit 109, a housing information acquisition unit 110, and a voltage sensor 15. The CPU 102 is connected to the RAM 103, the position information acquisition unit 104, the GPS 9, the wireless communication device 51, the storage unit 106, the housing information acquisition unit 110, the vehicle information acquisition unit 107, and the voltage sensor 15. The vehicle information acquisition unit 107 is connected to the speed sensor 108 and the engine control unit 109 and acquires information about the railcar from each of them. The position information acquisition unit 104 acquires information indicating the running position of the railcar.

[0029] The RAM 103 is a memory that contains processing instructions to be executed by the CPU 102. By executing the processing instructions contained in the RAM 103, the CPU 102 functions as a vehicle state confirmation unit 6, a vehicle position determination unit 7, a case open / close determination unit 8, and a communication control unit 13. The case open / close determination unit 8 determines the open / close state of the case surface 4 based on information acquired by the case information acquisition unit 110.

[0030] The wireless communication device 51 is controlled by the CPU 102 as to whether or not communication is possible, and performs wireless communication with the terminal device 101 and the information display device 3. The terminal device 101 is, for example, a device (such as a ground device) located outside the railway vehicle. Here, whether or not communication is possible between the wireless communication device 51 and the terminal device 101 is determined based on the state of the vehicle and the devices mounted on the vehicle. For example, the CPU 102 determines that communication is possible when the vehicle and the devices mounted on the vehicle are stopped, and controls the wireless communication device 51.

[0031] Fig. 3 is a diagram showing an example of a case where the conditions for wireless communication change depending on the open / closed state of the case. Fig. 3 shows whether the first communication 11 and the second communication 12 change to a communicable state or a communicable state depending on the case open / closed signal 14 output from the case open / close determination unit 8.

[0032] In terms of internal processing of the traction control device 17, the communication control unit 13 enables the second communication when a flag indicating that the railway vehicle 1 is in a safe state is set. Specifically, the communication control unit 13 outputs (sets) a vehicle safety flag based on signals output from the vehicle state confirmation unit 6, the vehicle position determination unit 7, and the housing open / close determination unit 8. The vehicle safety flag is a flag signal that indicates the result of a determination as to whether the railway vehicle 1 is in a safe state and communication is permitted. The wireless communication device 51 controls the first communication 11 and the second communication 12 so that communication is enabled or disabled based on the vehicle safety flag. Note that in the first embodiment, the fact that the railway vehicle 1 is in a safe state particularly includes a state in which it is determined that at least a portion of the housing surface 4 covering the traction control device 17 is open.

[0033] In operation of the drive system 100, as shown in FIG. 3, when the housing opening / closing signal 14 indicates that the housing surface 4 is in an open state (hereinafter also referred to as "open") (between time t0 and time t1), the vehicle safety flag f2 for the second communication indicates that the railway vehicle 1 is in a safe state. Therefore, the second communication 12 becomes possible. Also, when the housing opening / closing signal 14 indicates that the housing surface 4 is in a closed state (hereinafter also referred to as "closed") (after time t1), the vehicle safety flag f2 indicates that the railway vehicle 1 is unsafe. Therefore, the second communication 12 becomes impossible to communicate.

[0034] Furthermore, when the housing open / close signal 14 indicates that the housing surface 4 is in the closed state (between time t2 and time t3), the vehicle safety flag f1 for the first communication indicates that the railway vehicle 1 is in a safe state. Therefore, between time t2 and time t3, the first communication 11 is possible.

[0035] In the present disclosure, a case is shown in which the second communication 12 is controlled based on the housing open / close signal 14, while the first communication 11 is controlled independently of the housing open / close signal 14. In this way, the communication control unit 13 controls the first communication 11 and the second communication 12 so that communication is possible or impossible based on the housing open / close signal 14 obtained from the housing open / close determination unit 8.

[0036] Note that when communication is unavailable, the first communication 11 and the second communication 12 do not transmit information. Specifically, the first communication 11 means that data is not transmitted from the railway vehicle 1 (drive control unit 5), and the second communication 12 means that data is not received by the railway vehicle 1 (drive control unit 5). Switching between communication unavailable and communication available can be performed, for example, by changing the radio wave intensity threshold or the frequency band used for communication in the wireless communication device 51. For example, when communication is unavailable, it is also possible to adopt a method of not updating the software even if update software is received in the case of the second communication 12. However, there is a possibility that a fraudulent program disguised as update software may be received, and there is also a possibility of malfunctions such as CPU (processor) failure or a decrease in CPU utilization rate. Therefore, it is desirable to adopt a method of not receiving or transmitting data when communication is unavailable.

[0037] Furthermore, the conditions under which wireless communication is possible for the first communication 11 do not have to match the conditions under which wireless communication is possible for the second communication 12. For example, since there is a possibility that the railway vehicle 1 may be hacked from the outside and taken over, it is possible to set stricter conditions under which wireless communication is possible for the second communication 12 than for the first communication 11, such as a shorter and more limited period during which communication is possible.

[0038] In this embodiment, the communication control unit 13 controls whether or not to allow communication between the drive control unit 5 and the information display device 3 based on the determination conditions of the vehicle state confirmation unit 6, the vehicle position determination unit 7, and the housing open / close determination unit 8. Because the control of whether or not to allow communication takes into account information about the voltage of the railway vehicle 1, worker safety can be fully ensured. Furthermore, since no special work burden is imposed on the worker, tasks such as software updates can be easily performed, resulting in improved work efficiency. Furthermore, because the control of whether or not to allow communication is based on a distinction between communication from the railway vehicle 1 to the outside and communication from the outside to the railway vehicle 1, information security can be fully ensured. Furthermore, if a communication means were to be established between the railway vehicle drive unit and the ground equipment using a public or general-purpose communication network, building a communication system that ensures worker safety and information security would incur significant costs. However, this embodiment does not require special hardware or other equipment, thereby avoiding such increased costs. [Example]

[0039] A second embodiment of the present invention will be described with reference to Figures 4 and 5. The second embodiment differs from the first embodiment in that a determination of the location of the railway vehicle 1 is added to the conditions for enabling wireless communication. The communication control unit 13 enables the second communication 12 when it determines that the railway vehicle 1 is stopped in a specific location (proximity area 41) that has been set in advance. The communication control unit 13 also enables the second communication 12 when it determines that no main voltage is applied to the drive unit 2 driven by the drive control device 17. In the following description, components that are the same as or equivalent to those in the first embodiment described above are designated by the same reference numerals, and their description will be simplified or omitted.

[0040] 4 is a diagram showing an example of the configuration of a railway vehicle traction system in the case of Example 2. The traction system 100a differs from the traction system 100 of Example 1 in that a cab monitor 21 and a speed sensor 31 are added as devices connected to the vehicle state confirmation unit 6 and the vehicle position determination unit 7. Another difference is that a railway vehicle 1 is present within a proximity area 41.

[0041] The proximity area 41 is an area in which communication between the drive control unit 5 and the information display device 3 is permitted when the railway vehicle 1 is within this range. For example, the range of the proximity area 41 is set to an area equivalent to the area occupied by one or two carriages of the railway vehicle 1. By limiting the range in which communication is possible in this way, the cases in which the railway vehicle 1 is able to communicate are restricted in terms of location, thereby improving information security.

[0042] The range of the proximity area 41 may be, for example, a location where maintenance of the railway vehicle 1 is performed, and may be the range from the vehicle storage track to the measurement room, or may be within the depot. By defining or expanding the range of the proximity area 41, communication between the information display device 3 and the drive control unit 5 of the railway vehicle 1 can be enabled when the railway vehicle 1 is within the depot or measurement room. As a result, by limiting communication to the measurement room or depot where railway vehicle maintenance is performed and within the range accessible to maintenance workers, first communication 11 and second communication 12 can be performed while ensuring higher information security and worker safety. For example, even when multiple workers with different safety awareness, such as drivers, mechanics, and managers, are working on the railway vehicle 1, a certain level of safety can be ensured when the railway vehicle 1 is within the proximity area 41, allowing the workers to work safely.

[0043] In this embodiment, the cab monitor 21 is connected to the vehicle state confirmation unit 6 to transmit and receive vehicle malfunction information 22, and is connected to the vehicle position determination unit 7 to transmit and receive station information 23. The cab monitor 21 presents information to the operator of the railway vehicle 1, and also receives instructions from the operator. Vehicle malfunction information 22 is information that indicates the state of railway vehicle 1 when a malfunction occurs in railway vehicle 1. Vehicle malfunction information 22 indicates the state of railway vehicle 1 detected by vehicle state confirmation unit 6, and also includes information input by an operator via cab monitor 21. Furthermore, station information 23 indicates information about stations on the line where railway vehicle 1 is located, and includes, for example, station codes and kilometres. Station information 23 indicates the position of railway vehicle 1 on the line detected by vehicle position determination unit 7, and also includes information input by an operator via cab monitor 21.

[0044] Furthermore, the speed sensor 31 is connected to the vehicle state confirmation unit 6 and the vehicle position determination unit 7 and transmits speed information 32. The speed information 32 is information indicating the speed of the railway vehicle 1. The communication control unit 13 generates information on the proximity area 41 based on the vehicle malfunction information 22 obtained via the vehicle state confirmation unit 6 and the station information 23 and speed information 32 obtained via the vehicle position determination unit 7, and uses the information on the proximity area 41 to control whether or not communication is possible.

[0045] Furthermore, the vehicle state confirmation unit 6 performs a stop determination to determine whether the railway vehicle 1 is stopped or not, based on the vehicle malfunction information 22 and the speed information 32. For example, if the vehicle malfunction information 22 indicates that no malfunction has occurred and the speed information 32 indicates that the speed is zero, the vehicle state confirmation unit 6 determines that the state of the railway vehicle 1 is stopped (hereinafter, also referred to as "the stop determination is a stop detection"). Furthermore, if the vehicle malfunction information 22 indicates that no malfunction has occurred and the speed information 32 indicates that the speed is not zero, the vehicle state confirmation unit 6 determines that the state of the railway vehicle 1 is running (hereinafter, also referred to as "the stop determination is a running detection").

[0046] Furthermore, the vehicle state confirmation unit 6 performs a charging determination based on the voltage information 16 and the speed information 32. For example, if the voltage information 16 indicates that the railway vehicle 1 is pressurized and the speed information 32 indicates that the railway vehicle 1 is decelerating or stopped, the vehicle state confirmation unit 6 determines that the railway vehicle 1 is in a charging state (hereinafter, also referred to as "charging determination is charging detection"). Furthermore, if the voltage information 16 indicates that the railway vehicle 1 is not pressurized, the vehicle state confirmation unit 6 determines that the railway vehicle 1 is in an uncharged state (a state in which a main voltage is not being applied to the drive unit 2) (hereinafter, also referred to as "charging determination is no charging detection").

[0047] Furthermore, vehicle state confirmation unit 6 performs a state determination to determine whether or not railway vehicle 1 is normal based on vehicle malfunction information 22 input via cab monitor 21. For example, if vehicle malfunction information 22 indicates that a malfunction has occurred, vehicle state confirmation unit 6 determines that the state of railway vehicle 1 is a state in which a malfunction has occurred (hereinafter also referred to as "the state determination is a malfunction determination"). Furthermore, if vehicle malfunction information 22 indicates that no malfunction has occurred, vehicle state confirmation unit 6 determines that the state of railway vehicle 1 is a state in which no malfunction has occurred (hereinafter also referred to as "the state determination is a normal determination").

[0048] Furthermore, the vehicle position determination unit 7 performs specific location recognition to determine whether or not the railway vehicle 1 is present at a specific location, based on the location information 10, station information 23, and speed information 32. The location to be recognized may be a garage, a measuring room, or the like, as described above, and may be set in advance by an operator. For example, if a garage is set as the location to be recognized, the vehicle position determination unit 7 calculates the travel distance using the location information 10 and speed information 32, and determines the current location of the railway vehicle 1 by referring to the calculated travel distance and the kilometers in the station information 23. The vehicle position determination unit 7 determines whether or not the current location of the railway vehicle 1 is at a specific location. If it is determined that the railway vehicle 1 is present at a specific location, this is referred to as "specific location recognition is detected," and if it is not determined that the railway vehicle is not present at a specific location, this is referred to as "specific location recognition is not detected."

[0049] (Communication control based on vehicle status (charging status) and vehicle location) FIG. 5 is a diagram illustrating an example of a case where the conditions for enabling wireless communication change depending on the vehicle state and vehicle position. The sequence illustrated in FIG. 5 indicates that communication is possible only when the railcar 1 is stopped, the drive unit 2 is not receiving a main voltage, and the location of the railcar is within a specific location (within the proximity range (proximity area 41) of the railcar 1). For example, if the stop determination performed by the vehicle state confirmation unit 6 indicates a stopped vehicle detection and the charging determination indicates a non-charging detection, and the specific location recognition performed by the vehicle position determination unit 7 indicates a detection, the communication control unit 13 determines that the railcar 1 is in a safe state and controls the second communication 12 to be enabled. In the second embodiment, the safe state of the railcar 1 includes a state in which the railcar 1 is stopped at a specific location and is not being charged. If the stop determination, charging determination, and specific location recognition do not satisfy the above conditions, the communication control unit 13 controls the second communication 12 to be disabled.

[0050] Specifically, during a period (from time t2 to time t3) when the three conditions of when the stopping determination is a stopping detection, when the charging determination is a non-charging detection, and when the specific location recognition is a detection overlap, the vehicle safety flag f2 indicates that the railway vehicle 1 is in a safe state. Therefore, second communication 12 is possible. Furthermore, when even one of the three conditions is absent, for example, during a period when two conditions overlap (from time t1 to time t2 and from time t3 to time t4) or during a period when only one condition is met (from time t0 to time t1 and from time t4 to time t5), the vehicle safety flag f2 indicates that the railway vehicle 1 is unsafe. Therefore, second communication 12 is impossible. Even during a period when none of the three conditions is met (before time t0 and after time t5), the vehicle safety flag f2 indicates that the railway vehicle 1 is unsafe, and second communication 12 is impossible.

[0051] Although the case where wireless communication enabling conditions are set for the second communication 12 has been described, the present disclosure is not limited to this case. The same wireless communication enabling conditions as for the second communication 12 may also be set for the first communication 11, or different wireless communication enabling conditions than those for the second communication 12 may be applied to the first communication 11. Also, for example, at least one of the first communication 11 and the second communication may be enabled only when the location of the railway vehicle 1 is in a specific location (within the proximity range (proximity area 41) of the railway vehicle 1).

[0052] In this embodiment, unlike the first embodiment, not only is communication from the railway vehicle 1 to the outside and communication from the outside to the railway vehicle 1 distinguished between, and whether or not communication is permitted is controlled, but also, access via wireless communication is restricted by limiting the locations where wireless communication is permitted. As a result, for example, communication access to the vehicle can be restricted only within a management range (e.g., proximity area 41) managed by the administrator of the railway vehicle 1, eliminating the need for excessive communication security measures outside the management range and reducing security costs. Furthermore, by limiting communication access only within the management range, security can be strengthened by limiting the management range. Furthermore, for example, in the case of a public vehicle such as the railway vehicle 1, restricting access only within the management range of the operator that owns the railway vehicle 1 can prevent the leakage of specifications and information of the public vehicle in locations outside of its management, thereby further ensuring information security. [Example]

[0053] (Communication control based on vehicle status, open / close status of the housing, and vehicle position) A third embodiment of the present invention will be described with reference to Fig. 6. Fig. 5 of the second embodiment shows a case where the conditions under which wireless communication is possible change depending on the vehicle state (particularly the charging state) and the vehicle position, but the conditions under which wireless communication is possible can also be set depending on the open / closed state of the housing surface 4 of the drive control unit 5 instead of the charging state. Fig. 6 is a diagram showing an example of a case where the conditions under which wireless communication is possible change depending on the vehicle state, the vehicle position, and the open / closed state of the housing. In the following description, descriptions that are the same as or similar to those of the second embodiment above will be simplified or omitted.

[0054] 6 shows that the communication control unit 13 controls whether or not communication is possible depending on the state of the case surface 4 determined by the case open / close determination unit 8. For example, even in a situation where the vehicle state confirmation unit 6 determines that the vehicle is moving and the vehicle position determination unit 7 recognizes the specific location without detection, if the case open / close determination unit 8 determines that the case surface 4 is open, the second communication 12 is controlled to be communicable. On the other hand, even in a situation where the vehicle state confirmation unit 6 determines that the vehicle is stopped and the vehicle position determination unit 7 recognizes the specific location with detection, the second communication 12 is controlled to be communicable. In the third embodiment, the safe state of the railway vehicle 1 includes a state where at least a portion of the case surface 4 is determined to be open and a state where the railway vehicle 1 is stopped at a specific location.

[0055] Specifically, in the period from time t0 to time t1, the housing open / close determination unit 8 determines that the housing surface 4 is open, so the communication control unit 13 determines that the railway vehicle 1 is in a safe state (the vehicle safety flag f2 indicates safety) and controls the communication to enable the second communication 12. Also, in the period from time t3 to time t4, the housing open / close determination unit 8 determines that the housing surface 4 is closed, but the train stop determination indicates a train stop detection and the specific location recognition indicates detection. Therefore, the communication control unit 13 determines that the railway vehicle is in a safe state (the vehicle safety flag f2 indicates safety) and controls the communication to enable the second communication 12. In other periods (before time t0, from time t1 to time t3, and after time t4), the housing open / close determination unit 8 determines that the housing surface 4 is closed. Therefore, the communication control unit 13 determines that the railcar 1 is not in a safe state (the vehicle safety flag f2 indicates unsafety), and controls the second communication 12 so that communication is disabled.

[0056] In this embodiment, unlike the first and second embodiments, the charging state of the drive unit 2, which was a condition for controlling whether communication is possible, is replaced with the open / closed state of the housing, thereby enabling communication in special cases such as tests in which a high voltage is applied while the train is stopped and not running, and enabling workers to test the railway vehicle 1, investigate the state of the train, and carry out repair work. In this way, communication access by the manager in special cases can be permitted, enabling flexible response to work required for vehicle management. [Example]

[0057] (Communication control based on vehicle malfunction information, charging status, and vehicle location) A fourth embodiment of the present disclosure will be described with reference to FIG. 7. It is also possible to control communication by including vehicle malfunction information in the vehicle status. The communication control unit 13 enables second communication 12 when it is determined that no malfunction has occurred in the railway vehicle 1. FIG. 7 is a diagram showing an example of a case where conditions under which wireless communication is possible change depending on the vehicle status and vehicle position. In the following description, descriptions that are the same as or similar to the description of the second embodiment above will be simplified or omitted.

[0058] In the sequence shown in FIG. 7 , a condition based on vehicle malfunction information 22 obtained from the cab monitor 21 is added to the conditions for enabling wireless communication in FIG. 5 . When the state determination performed by the vehicle state confirmation unit 6 is a normal state, the stop determination is a stop detection, the charging determination is no charging, and the specific location recognition performed by the vehicle position determination unit 7 is detected, first communication 11 or second communication 12 is enabled. On the other hand, if the state determination performed by the vehicle state confirmation unit 6 is a malfunction determination, measures may be taken to further enhance worker safety, such as disabling second communication 12 even if other conditions are met. In Example 4, the safe state of the railway vehicle 1 includes a state in which the railway vehicle 1 is stopped at a specific location and not being charged when no malfunction has occurred. Note that the state determination by the vehicle state confirmation unit 6 may also indicate, for example, a result indicating whether the drive unit 2 is normal or malfunctioning.

[0059] Specifically, during the period from time t2 to time t4, three conditions overlap: the train stop determination detects a train stop, the charging determination detects no charging, and the specific location recognition detects a detection. Within this period, during the period from time t2 to time t3, the state determination is a normal determination, and four conditions overlap. Therefore, the communication control unit 13 determines that the railway vehicle 1 is in a safe state (the vehicle safety flag f2 indicates safety), and controls the second communication 12 to be communication-enabled. On the other hand, during the period from time t3 to time t4, the state determination is a fault determination, and the four conditions do not overlap. Therefore, the communication control unit 13 determines that the railway vehicle 1 is not in a safe state (the vehicle safety flag f2 indicates unsafe), and controls the second communication 12 to be communication-disabled.

[0060] In this embodiment, unlike in embodiments 1, 2, and 3, the fault state of the drive unit 2 is added to the conditions for controlling whether or not communication is possible, thereby prohibiting overwriting of fault information by rewriting software, and therefore maintaining fault data. Furthermore, when a fault is detected in the drive unit 2, the device may not fully discharge its charging unit due to the device fault, or communication may cause unexpected vehicle operation, posing a risk of personal injury such as electric shock or damage to the device. Therefore, prohibiting communication access ensures the safety of workers.

[0061] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications are possible within the scope of the gist of the present invention.

[0062] The following are examples of possible embodiments of the present invention, but the present invention is not limited to these. (Aspect 1) A railway vehicle drive system that connects a drive control device of a railway vehicle and an information display device arranged outside the railway vehicle via wireless communication to transmit information, the drive control device has a wireless communication device and a communication control unit, The wireless communication device is connected between the drive control device and the information display device. a first communication for transmitting information from the drive control device to the information display device; establishing a second communication for transmitting information from the information display device to the drive control device; A railway vehicle drive system characterized in that the communication control unit enables the second communication when a flag indicating that the railway vehicle is in a safe state is set. (Aspect 2) In the railway vehicle drive system according to aspect 1, A railway vehicle drive system characterized in that the communication control unit enables the second communication when it determines that the vehicle is stopped at a predetermined specific location. (Aspect 3) In the railway vehicle drive system according to aspect 2, A railway vehicle drive system, wherein the specific location is a location where maintenance and inspection of the railway vehicle is performed. (Aspect 4) In the railway vehicle drive system according to aspect 2 or 3, The specific location is: The area must be approximately the same size as the area occupied by one or two of the railway cars. The area must be from the vehicle storage line to the measurement room. Or, a railway vehicle drive system characterized by being located in a garage. (Aspect 5) In the railway vehicle drive system according to any one of aspects 1 to 4, A railway vehicle drive system characterized in that the communication control unit enables the second communication when it determines that main voltage is not applied to the drive device driven by the drive control device. (Aspect 6) In the railway vehicle drive system according to any one of aspects 1 to 5, A railway vehicle drive system characterized in that the communication control unit enables the second communication when it determines that at least a portion of the housing surface covering the drive control device is open. (Aspect 7) In the railway vehicle drive system according to any one of aspects 1 to 6, The railway vehicle drive system is characterized in that the communication control unit enables the second communication when it determines that no malfunction has occurred in the railway vehicle. (Aspect 8) In the railway vehicle drive system according to any one of aspects 1 to 7, the information transmitted by the first communication is monitoring data information including data indicating a state of the railway vehicle, A railway vehicle traction system, wherein the information transmitted by the second communication is information for updating software of the traction control device. (Aspect 9) In the railway vehicle drive system according to any one of aspects 1 to 8, When the communication control disables the first communication and the second communication, A driving device for a railway vehicle, wherein the first communication and the second communication do not transmit information. (Aspect 10) A method for driving a railway vehicle, which connects a drive control device of the railway vehicle and an information display device arranged outside the railway vehicle via wireless communication and transmits information, comprising: the drive control device has a wireless communication device and a communication control unit, Between the drive control device and the information display device, a first communication for transmitting information from the drive control device to the information display device; establishing a second communication for transmitting information from the information display device to the drive control device; A method for driving a railway vehicle, comprising enabling the second communication when a flag indicating that the railway vehicle is in a safe state is set. (Aspect 11) A drive control device for a railway vehicle that is connected to an information display device arranged outside the railway vehicle via wireless communication and transmits information, the drive control device has a wireless communication device and a communication control unit, The wireless communication device is connected between the drive control device and the information display device. a first communication for transmitting information from the drive control device to the information display device; establishing a second communication for transmitting information from the information display device to the drive control device; A drive control device for a railway vehicle, characterized in that the communication control unit enables the second communication when a flag indicating that the railway vehicle is in a safe state is set. [Explanation of symbols]

[0063] 1...Railway vehicle, 2...Railway vehicle drive device (drive device), 3...Information display device, 4...Housing surface covering a railway vehicle drive control device, 5...Drive control unit, 6...Vehicle state confirmation unit, 7...Vehicle position determination unit, 8...Housing open / close determination unit, 9...GPS, 10...Location information, 11...First communication, 12...Second communication, 13...Communication control unit, 14...Housing open / close signal, 15...Voltage sensor, 16...Voltage information, 17...Railway vehicle drive control device (drive control device), 21...Operation Platform monitor, 22...vehicle malfunction information, 23...station information, 31...speed sensor, 32...speed information, 41...proximity area, 51...wireless communication device of drive control unit, 52...wireless communication device attached to information display device, 100...drive system, 100a...drive system, 102...CPU, 103...RAM, 104...position information acquisition unit, 106...storage unit, 107...vehicle information acquisition unit, 108...speed sensor, 109...engine control unit, 110...casing information acquisition unit

Claims

1. A railway vehicle drive system that connects a drive control device of a railway vehicle and an information display device arranged outside the railway vehicle via wireless communication to transmit information, the drive control device has a wireless communication device and a communication control unit, The wireless communication device is connected between the drive control device and the information display device. a first communication for transmitting information from the drive control device to the information display device; establishing a second communication for transmitting information from the information display device to the drive control device; A railway vehicle drive system characterized in that the communication control unit enables the second communication when a flag indicating that the railway vehicle is in a safe state is set.

2. 2. The railway vehicle drive system according to claim 1, A railway vehicle drive system characterized in that the communication control unit enables the second communication when it determines that the vehicle is stopped at a predetermined specific location.

3. 3. The railway vehicle drive system according to claim 2, A railway vehicle drive system, wherein the specific location is a location where maintenance and inspection of the railway vehicle is performed.

4. 3. The railway vehicle drive system according to claim 2, The specific location is: The area must be approximately the same size as the area occupied by one or two of the railway cars. The area must be from the vehicle storage line to the measurement room. Or, a railway vehicle drive system characterized by being located in a garage.

5. 3. The railway vehicle drive system according to claim 1, A railway vehicle drive system characterized in that the communication control unit enables the second communication when it determines that main voltage is not applied to the drive device driven by the drive control device.

6. 3. The railway vehicle drive system according to claim 1, A railway vehicle drive system characterized in that the communication control unit enables the second communication when it determines that at least a portion of the housing surface covering the drive control device is open.

7. 3. The railway vehicle drive system according to claim 1, The railway vehicle drive system is characterized in that the communication control unit enables the second communication when it determines that no malfunction has occurred in the railway vehicle.

8. 3. The railway vehicle drive system according to claim 1, the information transmitted by the first communication is monitoring data information including data indicating a state of the railway vehicle, A railway vehicle traction system, wherein the information transmitted by the second communication is information for updating software of the traction control device.

9. 3. The railway vehicle drive system according to claim 1, When the communication control unit disables the first communication and the second communication, A driving device for a railway vehicle, wherein the first communication and the second communication do not transmit information.

10. A method for driving a railway vehicle, which connects a drive control device of the railway vehicle and an information display device arranged outside the railway vehicle via wireless communication and transmits information, comprising: the drive control device has a wireless communication device and a communication control unit, Between the drive control device and the information display device, a first communication for transmitting information from the drive control device to the information display device; establishing a second communication for transmitting information from the information display device to the drive control device; A method for driving a railway vehicle, comprising enabling the second communication when a flag indicating that the railway vehicle is in a safe state is set.

11. A drive control device for a railway vehicle that is connected to an information display device arranged outside the railway vehicle via wireless communication and transmits information, the drive control device has a wireless communication device and a communication control unit, The wireless communication device is connected between the drive control device and the information display device. a first communication for transmitting information from the drive control device to the information display device; establishing a second communication for transmitting information from the information display device to the drive control device; A drive control device for a railway vehicle, characterized in that the communication control unit enables the second communication when a flag indicating that the railway vehicle is in a safe state is set.

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