Railway operation data management device, railway operation data management system, and railway operation data management method

Abstract

To provide a method by which various kinds of information on railway operation can be efficiently utilized.SOLUTION: A railway operation data management device comprises an arithmetic unit and a storage unit. The storage unit stores state information expressing the state of railway operation and the arithmetic unit receives a data provision request partially designating a structure contributing to a discrimination of the state information and searches for state information adapted to the partial designation from the state information in different forms to provide the found state information. By such a constitution and function, various kinds of information on railway operation can be efficiently utilized.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a railway operation data management device, a railway operation data management system, and a railway operation data management method. [Background technology]

[0002] Conventionally, a technology for ensuring the safe operation of trains is described in Japanese Patent Laid-Open Publication No. 2011-31711 (Patent Document 1). This publication states that "an advanced train safety control system that aggregates information on board includes a train having a control processing device with a storage device that stores geospatial information within a line section, an on-board observation device, and a real-time train position and speed measurement device, ground observation devices within the line section, a control center, and an external organization that provides weather information and earthquake information, and by combining ground observation data from the ground observation devices, on-board observation data from the on-board observation devices, vehicle position and speed information from the real-time train position and speed measurement device, the geospatial information, weather information and earthquake information from the external organization, and observation data obtained from other trains and transmitted from the control center, highly accurate disaster predictions are performed on the train." [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-31711 Summary of the Invention [Problem to be solved by the invention]

[0004] Conventional technology aggregates information collected on the ground and from other vehicles on board, allowing for disaster prediction and reflection in operational control. However, this technology does not take into consideration the diversity of information that can be collected or the diverse ways in which the collected information can be used.

[0005] For example, when collecting vehicle location information, it is possible to use information on travel distance from speed pulses, location information from the Global Positioning System (GPS), location information based on door-opening events, etc. However, because these types of location information vary in format and reliability, it has been an important challenge to find a way to handle them simply, regardless of the format. Furthermore, location information is used for a variety of purposes and applications, such as operation control, fault response, and analysis, and the requirements for the amount of data and reliability vary depending on the purpose and application.

[0006] Therefore, an object of the present invention is to realize efficient use of various information related to railway operations. [Means for solving the problem]

[0007] In order to achieve the above-mentioned object, one of the representative railway operation data management devices and railway operation data management systems of the present invention comprises an arithmetic unit and a memory device, the memory device stores status information indicating the status of railway operations, and the arithmetic unit accepts a data provision request that partially specifies a structure that contributes to identifying the status information, and searches for and provides status information that matches the partial specification from status information of different formats. Furthermore, one representative railway operation data management method of the present invention is characterized in that it includes a step in which a data management device stores status information indicating the status of railway operations, a step in which a data provision request partially specifies a structure that contributes to identifying the status information, a step in which status information of different formats is searched for that matches the partial specification, and a step in which the results of the search are provided. [Effects of the Invention]

[0008] According to the present invention, it is possible to efficiently use a variety of information related to railway operation. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is an explanatory diagram of the configuration of a railway operation data management system. [Figure 2] FIG. 10 is an explanatory diagram of input of a data provision request. [Figure 3] 10 is a specific example of a data provision request packet. [Figure 4] 10 is a specific example of a dimension integration table. [Figure 5] FIG. 10 is an explanatory diagram of data reliability and comparison. [Figure 6] 10 is a flowchart showing a processing procedure for collecting information from a railway vehicle. [Figure 7] 10 is a flowchart showing a response process in response to a data provision request. [Figure 8] 10 is a specific example of displaying a data response in the first embodiment. [Figure 9] FIG. 10 is an explanatory diagram of a table for managing information on failures and locations. [Figure 10] 10 is a specific example of state information associated with an acquisition subject. [Figure 11] 10 is a specific example of displaying a data response in the second embodiment. [Figure 12] 10 is a flowchart of a use case learning process. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, as a first embodiment, a system for efficiently using a variety of data will be described with reference to Figures 1 to 8. Next, as a second embodiment, a system for isolating the location of a failure will be described with reference to Figures 9 to 12. In this specification and drawings, components having substantially the same functions or configurations are denoted by the same reference numerals, and redundant explanations will be omitted. [Example]

[0011] FIG. 1 is an explanatory diagram of the configuration of a railway operation data management system. The railway operation data management system includes a user terminal 1 and a server system 2 serving as a railway operation data management device. The user terminal 1 is a computer equipped with an internal CPU (Central Processing Unit) 1-3 and a main memory device 1-4, and is connected to peripheral devices such as a display device 1-1 and a disk 1-2 serving as an auxiliary memory device. The user terminal 1 accepts an operation by the user 9 and transmits a data provision request to the server system 2. Then, the user terminal 1 receives a data response from the server system 2 and causes the display device 1-1 to display the response.

[0012] The server system 2 includes one or more servers 3 and one or more storages 5 . The storage 5 is a storage device that stores status information indicating the status of railway operation. The configuration of the server 3 will be described below using a server 3-a, which is one of one or more servers 3, as an example. The server 3 has a CPU 3-1, which is a computing device, a memory 3-2, which is a main storage device, a network interface card (NIC) 3-3, a disk controller 3-4, and a disk 3-5, which is an auxiliary storage device.

[0013] The CPU 3-1 loads programs and data into the memory 3-2 and executes the programs sequentially to realize various functions. Specifically, data relating to an OS (Operating System) 3-11, a use case threshold table 3-12, a state management function 3-13, a dimension integration table 3-14, and a reliability analysis function 3-15 are stored in the memory 3-2.

[0014] OS3-11 is a group of programs that control the basic operations of the server 3. Table 3-12 for thresholds for use cases is a table that associates the thresholds of data required for each use case. The state management function 3-13 is a function that compares a plurality of state information items acquired in different formats for the same state, and determines an error that occurs in the state information as an error that occurs. The dimension integration table 3-14 is a table that associates layered data acquisition purposes, data tables of status information corresponding to search results, and errors that occur in the status information.

[0015] The reliability analysis function 3-15 is a function for analyzing the reliability of a plurality of pieces of status information acquired in different formats regarding the same status. For example, when the location information of a railway vehicle is acquired based on the opening and closing of the doors of the railway vehicle, travel distance information based on speed pulses, and GPS location information, the reliability analysis function 3-15 increases the reliability of the location information based on the event when a door opening event occurs, decreases the reliability of the travel distance information when the traveling speed is below a predetermined level, and changes the reliability of the GPS location information according to the map information.Then, the reliability corresponding to each piece of location information is integrated to determine the reliability of the final location information. If the data provision request specifies a tolerance, the reliability analysis function 3-15 further provides the result of comparing the actual error with the tolerance together with the status information of the search results.

[0016] 2 is an explanatory diagram of inputting a data provision request. The display device 1-1 of the user terminal 1 displays input areas 1-1-1a to 1-1-1h on the input screen for inputting a data provision request shown in FIG.

[0017] Input area 1-1-1a is a hierarchical purpose selection screen in the data acquisition template. This hierarchical purpose selection screen allows you to specify the purpose in a hierarchical structure, for example, by selecting whether to use it in real time or for historical analysis, and if it is real time, by further selecting whether it corresponds to passenger, control, or fault analysis.

[0018] The input area 1-1-1b corresponds to the spatiotemporal tolerance of the multidimensional tolerance of the data acquisition template. The input area 1-1-1c corresponds to the tolerance of the area size among the multidimensional tolerances of the data acquisition template. Multidimensional tolerance can be specified for any data format regardless of dimension, and can also be added by the user.

[0019] The input field 1-1-1d is used to specify the period of time to search for status information. At this time, you can select whether to use time or events as the unit. The input area 1-1-1e specifies the line section within which the status information is to be searched. The input field 1-1-1f is used to specify the event of interest. The event of interest can be specified in a hierarchical structure. The input area 1-1-1g is used to input the execution operation of data acquisition. The input area 1-1-1h reflects the selection made on the hierarchical purpose selection screen and shows the data acquisition purpose in a hierarchical structure.

[0020] Figure 3 shows a specific example of a data provision request packet. Figure 3 shows an example of packet 1-1-2a that specifies an event interval and a multidimensional tolerance range, and packet 1-1-2b that specifies a time interval and a multidimensional tolerance range. These packets include elements for sending information to the server 3 that narrows down the data, such as the data analysis purpose, multidimensional tolerance, and intervals based on time or events.

[0021] For example, in packet 1-1-2a, the data analysis purpose is "Past history analysis / Stop time / Stop time analysis / Operation efficiency." Also, the multidimensional tolerance is specified as "'* / Kilometers', value:'0', unit:'m'." By using the wildcard "*" to ignore part of the data, it is possible to search for data in "Kilometers" with the unit "m" from a database stored in any data format. Note that kilometers indicates the travel distance calculated based on the speed pulse.

[0022] Also, packet 1-1-2a specifies the events from "Control Event / Door Open" to "Control Event / Door Close", while packet 1-1-2b specifies the time from "2021-01-01T00:00:00" to "2021-01-01T00:01:00". In this way, you can perform a search by specifying the search range period in any format.

[0023] Figure 4 shows a specific example of a dimension integration table. The dimension integration table 3-14 is a management table that contains data acquisition objectives (user input values) hierarchically organized into at least one level, data templates on the server 3 and their learning status, data tables, target data identifiers, and error values ​​that occur for comparison with allowable errors, and is used for analysis objectives and automatic learning of target data.

[0024] Figure 5 is an explanatory diagram of the reliability and comparison of data. Figure 5 shows the reliability of kilometers, GPS, door opening and closing events. The reliability of the kilometer reading is low when the railway vehicle's speed is below 3 km / m because it is difficult to accurately obtain speed pulses based on the rotation of the wheels, but it is highly reliable when the speed exceeds 3 km / m. GPS may not be able to calculate location information in some places, such as when traveling under a station building, but it becomes more reliable once the train passes through a station building and is no longer affected by buildings or terrain.Furthermore, there may be fluctuations in location information even when the train is actually stopped. Door-open events are more reliable than kilometers or GPS because they occur only when the train's position is accurately aligned with the platform. Door-close events, on the other hand, are less reliable because they do not contribute to determining the train's position.

[0025] In this way, by acquiring location information in different formats, setting the reliability of each piece of location information according to the situation, and integrating the reliability of each piece of location information, the reliability of the final location information can be determined. Furthermore, as shown in FIG. 5, by displaying each piece of location information and reliability in an overlapping manner on the display device 1-1, the relationship between location information and reliability can be visualized. In addition to the examples, any state related to the running of the railway vehicle, such as switching from manual driving to automatic driving, can be used to set the reliability.

[0026] 6 is a flowchart showing the processing procedure for collecting information from railway vehicles. The railway vehicle collects GPS fluctuations when the vehicle is stopped and the doors are opened or closed, which provides the highest positional reliability, and transmits the error information to server 3 (step 300). Next, when the railway vehicle corrects the kilometerage by stepping on a ground coil laid on the track, it collects the amount of correction and the position information of the ground coil, and transmits the error information to server 3 (step 301). Furthermore, the railway vehicle collects kilometerage, speed, and error information obtained by mutual comparison of GPS for sections where kilometerage can be measured with high reliability, and transmits this information to server 3 (step 302).

[0027] The reliability analysis function 3-15 of the server 3 performs reliability analysis processing such as statistics using error information received from the railway vehicle and similar error information collected from wayside facilities. The status management function 3-13 regards the error information obtained as a result of the reliability analysis as the generated error and automatically updates the dimension integration table 3-14. Note that while the example shown here is of the railway vehicle calculating the error and sending the error information to the server 3, the server 3 may also be configured to obtain door opening / closing events, GPS location information, kilometer distance and correction information, and then calculate the error.

[0028] FIG. 7 is a flowchart showing a response process in response to a data provision request. Prior to this process, the server 3 executes a step of storing status information indicating the status of the train operation in the storage 5 or the like. Then, when the server 3 receives the data provision request packet, the reliability analysis function 3-15 compares the data provision request packet with the error managed in the dimension integration table 3-14 (step 400). Next, the reliability analysis function 3-15 multiplies the reliability and scores it, and sets the reliability to zero if the managed error value exceeds the allowable error (step 401). The server 3 then transmits the requested data, reliability, and status information, which are the search results, together as a data response to the user terminal 1 (step 402), and the process ends.

[0029] FIG. 8 is a specific example of a display of a data response in Example 1. In FIG. 8, the display device 1-1 displays the data type, target data identifier, error value, data and reliability, and usability determination. Specifically, in the same figure, GPS location information and a door opening / closing event are obtained as a result of a location information request. The usability determination indicates whether or not the data requested by the user 9 has been determined to be usable, and if an input that the data is usable is received from the user 9, this is reflected in the dimension integration table 3-14 of the server 3. For example, for data that has been input by the user 9 as usable, the template status of the dimension integration table 3-14 can be changed from "learning" to "confirmed." [Example]

[0030] In the second embodiment, a system for isolating the location of a failure will be described. To isolate the location of the fault, multiple pieces of "location-focused" information must be collected, and additional data-related tables are used.

[0031] FIG. 9 is an explanatory diagram of a table that manages fault and location information. The illustrated table associates a template that specifies faults in a hierarchical structure with information types, status, and occurring error values. The information type indicates the location of the entity acquiring the status information in a hierarchical structure, and the wildcard "*" can also be used. For example, "on-board / train* / device D" indicates status information from device D installed on the vehicle, and the vehicle can be any.

[0032] 10 shows a specific example of status information associated with the acquiring entity. The table shown has the following items: time, message sequence number, information type, detector, detection target, value, status, and reliability. The time indicates information about the time related to the fault. For example, the time when the acquirer of the fault information detected the fault may be set, or the time when the fault information was sent or received may be used. The message sequence number is a number assigned for managing fault information. The information type indicates the location of the entity that acquired the status information in a hierarchical structure. The detector indicates a device that acquires status information. The object of detection is the content of the failure indicated as status information. The value is a specific numerical value or the like that indicates the type of failure. The status indicates the cause of the failure. The reliability indicates how reliable the status information indicating a fault is, with a maximum value of 100 and a minimum value of 0. This reliability is determined, for example, by the accuracy of the location information, whether the information is about the user, the accumulated error, the relationship with obstructions, the timing of reset by the ground coil, etc.

[0033] By referring to this table, the server 3 can compare the location (acquisition source) of the status information relating to the fault and determine whether the fault occurred on the ground or on board the vehicle. For example, if a specific ground device outputs fault status information, or if devices on different vehicles output fault status information at the same location, it can be recognized that a fault has occurred on the ground.On the other hand, if a device mounted on a specific vehicle repeatedly outputs fault status information regardless of location, it can be recognized that a fault has occurred on the vehicle.

[0034] 11 is a specific example of displaying a data response in Example 2. In Example 2, the relationship between time and place is managed, so that the time-space and place-space can be shifted on the display screen of the data response. For example, if different devices have different reference times, the status information repeatedly obtained from each device may show the same cycle, even though there is a difference in the time information. In such cases, by using a time-space shift, the difference in the reference times of the different status information can be corrected and an appropriate comparison can be made. Similarly, if there is a difference in the location information obtained from different devices, an appropriate comparison can be made by using a location-space shift.

[0035] FIG. 12 is a flowchart of the use case learning process. The server 3 receives the result of the determination as to whether the data provided to the user terminal 1 was able to be utilized for the purpose of the user 9 (step 500), and updates the relationship between the use case and the data to be utilized (step 501). For example, the relationship between the data acquisition purpose and the data table can be updated in the dimension integration table 3-14 shown in FIG. Furthermore, the server 3 reflects the error information corrected by the user 9 in a table for managing the reliability of data (step 502).

[0036] As shown in the conceptual diagram in Figure 12, multiple data sets may be used for a given use case, but the frequency of use will not be uniform, and there will be data sets that are used more frequently for that use case. In Figure 12, DB016 is used more significantly than other data sets. In this way, registering data that is used particularly frequently as data corresponding to that use case will contribute to analyzing the relationship between use cases and data, and providing efficient and highly accurate data for use cases.

[0037] As described above, according to the disclosed embodiment, a railway operation data management system including a server 3 as a railway operation data management device comprises a CPU 3-1 as a calculation device and a storage 5 as a storage device, the storage device stores status information indicating the status of railway operations, and the calculation device accepts a data provision request that partially specifies a structure that contributes to identifying the status information, and searches for and provides status information that matches the partial specification from status information of different formats. Therefore, the railway operation data management device and the railway operation data management system can realize efficient use of various information related to railway operations.

[0038] Furthermore, the calculation device can obtain an error that occurs in the state information as an occurring error by comparing a plurality of state information acquired in different formats for the same state. Therefore, the railway operation data management device and the railway operation data management system can effectively utilize a variety of data and provide highly accurate information.

[0039] In addition, the calculation device acquires the opening and closing of the doors of the railway vehicle, travel distance information based on speed pulses, and GPS location information regarding the location information of the railway vehicle, and when a door opening event occurs, increases the reliability of the location information based on the event, decreases the reliability of the travel distance information when the traveling speed is below a predetermined level, and changes the reliability of the GPS location information according to map information. Therefore, the railway operation data management device and the railway operation data management system can combine various types of position information depending on the situation and provide highly accurate position information.

[0040] Furthermore, when the data provision request further specifies an allowable error, the computing device further provides a result of comparing the occurrence error of the state information in the search result with the allowable error. For this reason, the railway operation data management device and railway operation data management system can provide further information regarding the accuracy of the data provided, for example, by providing data with a reliability of "0" if the occurring error exceeds the allowable error.

[0041] The data provision request includes a hierarchical data acquisition purpose, and the computing device manages the generated error by associating it with the data acquisition purpose. Therefore, the railway operation data management device and the railway operation data management system can efficiently respond to a variety of purposes and uses.

[0042] The storage device also stores the state information in a hierarchical structure, and the computing device performs a search by including the hierarchical structure in a structure that contributes to identifying the state information. Therefore, the railway operation data management device and the railway operation data management system can efficiently manage a variety of status information.

[0043] The storage device also manages the status information by associating it with information relating to the entity that acquired the status information, and the computing device isolates the location of the failure by analyzing the entity that acquired the multiple pieces of status information related to the failure. Therefore, the railway operation data management device and the railway operation data management system can efficiently analyze the location of the failure.

[0044] The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, not only can the configurations be deleted, but also replacements and additions of configurations are possible.

[0045] For example, when the provided data is output, the location where the event (including not only a breakdown but also a train stopping at a station) occurred can be displayed on a route map or other map. In addition, the user may focus on "events," compare the locations of ground facilities and the locations of events detected by multiple vehicles, grasp the error in each location, and set it as a threshold. In addition, the system may be configured to link with other systems used by the user, allowing for comparison of differences in location and time between similar events across systems. An example of a difference in location across systems is the discrepancy between the location of a yard signal that detects the arrival of a vehicle at a platform in traffic management and the stopping location of the on-board system. In this way, even if the system, data acquisition entity, data format, data dimension, etc. are different, applying the present invention allows for efficient data management. [Explanation of symbols]

[0046] 1: User terminal, 1-1: Display device, 1-1-1: Input area, 1-1-2: Packet, 1-2: Disk, 1-4: Main memory device, 2: Server system, 3: Server, 3-1: CPU, 3-12: Threshold table for use cases, 3-13: Status management function, 3-14: Dimension integration table, 3-15: Reliability analysis function, 3-2: Memory, 3-4: Disk controller, 3-5: Disk, 5: Storage, 9: User

Claims

1. A computing device; a storage device; the storage device stores status information indicating a status related to railway operation, and stores a plurality of status information acquired in different formats regarding the same status; the plurality of pieces of state information include at least first state information which is state information related to an event related to a predetermined state change, and second state information which is state information acquired continuously; the computing device accepts a data provision request that partially specifies a structure that contributes to identifying the state information, and searches for and provides state information that matches the partial specification from state information of different formats; The different types of status information are each assigned a high or low reliability depending on the corresponding situation, and in a situation where the event occurs, the first status information is set to be more reliable than the second status information, and the calculation device calculates the error that occurs in the same situation by taking the difference between the second status information and the first status information.

2. The status information relates to position information of a railway vehicle.

2. The railway operation data management device according to claim 1.

3. The reliability of the second state information varies depending on disturbance factors.

2. The railway operation data management device according to claim 1.

4. The computing device, with respect to the position information of the railway vehicle, acquiring position information relating to the opening and closing of a door of a railway vehicle as the first state information; The railway operation data management device according to claim 1, characterized in that as the second status information, travel distance information based on speed pulses or GPS (Global Positioning System) position information is acquired, and when a door opening / closing event occurs, the reliability of the position information based on the event is made higher than the reliability of the travel distance information or the GPS position information, and when the running speed is below a predetermined value, the reliability of the travel distance information is made lower, and the reliability of the GPS position information is changed according to map information.

5. The railway operation data management device according to claim 1, characterized in that, when the data provision request further specifies an allowable error, the calculation device further provides a comparison result between the occurred error based on the status information of the search results and the allowable error.

6. the data provision request includes a hierarchical data acquisition purpose; 2. The railway operation data management device according to claim 1, wherein the calculation device manages the generated error by associating it with the purpose of acquiring the data.

7. the storage device holds the state information in a hierarchical structure, 2. The railway operation data management device according to claim 1, wherein the arithmetic unit performs a search by including the hierarchical structure in a structure that contributes to identifying the status information.

8. the storage device manages the status information by associating it with information relating to an acquirer of the status information; 2. The railway operation data management device according to claim 1, wherein the calculation device analyzes the acquiring entity for a plurality of pieces of status information relating to the fault to identify the location where the fault has occurred.

9. A computing device; a storage device; the storage device stores status information indicating a status related to railway operation, and stores a plurality of status information acquired in different formats regarding the same status; the plurality of pieces of state information include at least first state information which is state information related to an event related to a predetermined state change, and second state information which is state information acquired continuously; the computing device accepts a data provision request that partially specifies a structure that contributes to identifying the state information, and searches for and provides state information that matches the partial specification from state information of different formats; The different types of status information are each assigned a high or low reliability depending on the corresponding situation, and in a situation where the event occurs, the first status information is set to be more reliable than the second status information, and the calculation device calculates the error that occurs in the same situation by taking the difference between the second status information and the first status information.

10. The data management device storing status information indicating a status related to the operation of the railway; receiving a data provision request that partially specifies a structure that contributes to identifying the state information; searching for status information that matches the partial specification from among status information of different formats; providing results of said search; Including, The step of storing the state information includes storing a plurality of pieces of state information acquired in different formats for the same state; the plurality of pieces of state information include at least first state information which is state information related to an event related to a predetermined state change, and second state information which is state information acquired continuously; A railway operation data management method characterized in that the reliability of the different types of status information is set according to the corresponding situation, and in a situation where the event occurs, the first status information is set to be more reliable than the second status information, and the error occurring in the same situation is determined by taking the difference between the second status information and the first status information.

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