Train integrated management system

Abstract

Provided is a train integrated management system that is capable of coupling different formations, with different control computation methods, to each other. This train integrated management system in which, when combining a first formation and a second formation in which the first formation is made up of one car or a plurality of connected cars and the second formation is made up of one car or a plurality of connected cars, the first formation integrally manages an entire train including the second formation, includes a first management device that is provided in the first formation and performs monitoring and controlling of the train. The first management device includes: a storage unit in which a control program for performing singular formation processing that is singular control of the first formation, and coupled processing that is coupled control for when the first formation is coupled with the second formation; a reception unit for receiving, from other than the first management device, a coupling library that is necessary for control when coupling with the second formation; and an integrated management unit for executing the control program by using the coupling library received by the reception unit and performing integrated management of the entire train made up of the first formation and the second formation.

Description

Integrated train management system

[0001] The present disclosure relates to an integrated train management system.

[0002] A train control and management system (TCMS) is mounted on a train car and monitors and controls on-board equipment. In a train formation consisting of multiple train cars, the TCMS must be able to monitor and control not only the on-board equipment of the formation itself but also the on-board equipment of the other formations, not only in the case of a single formation but also when the formation is coupled with other formations. In order for the TCMS to monitor and control the on-board equipment of other formations when coupled, it must change its settings and perform monitoring and control according to the control method of the formation when coupled. For example, Patent Document 1 discloses a train information transmission device that can communicate between formations when the orientations of the cars are different when multiple formations are coupled, without requiring changes to the settings of the control devices and transmission devices of each formation.

[0003] JP 2011-250496 A

[0004] Meanwhile, the monitoring and control of onboard equipment by the integrated train management system is mainly realized by software installed in the integrated train management system. This software is created so that the integrated train management system can monitor and control onboard equipment for all train formation patterns, including combined train formation patterns, operated by the railway operator, and is installed in an executable state in the integrated train management system before operation. One example of onboard equipment control by the integrated train management system is load calculation in adaptive load control. In load calculation in adaptive load control, the braking force according to the weight of the train is calculated by converting the values ​​of the pressure gauges installed in each car to calculate the weight of the car. If the performance of the air springs in the pressure gauges differs for each train formation, the load calculation method also differs for each train formation. Therefore, the integrated train management system needs to be pre-installed with software that includes a load calculation method for each train formation pattern so that it can calculate the load for all train formation patterns, including combined train formation patterns.

[0005] However, in such an integrated train management system, all formation patterns, including combined formation patterns, to be used in operation must be determined in advance, and software must be installed that can monitor and control the onboard equipment of the integrated train management system even when formations that use different calculation methods for control are coupled.As a result, there was a problem in that calculations could not be performed on formation patterns that had not been determined in advance, and formations that use different calculation methods for control could not be coupled.

[0006] The present disclosure has been made to solve the above-mentioned problems, and aims to provide an integrated train management system that can realize the coupling of formations that have different control calculation methods in formation patterns that are not predetermined.

[0007] The integrated train management system of the present disclosure is an integrated train management system in which, when a first formation consisting of one vehicle or multiple coupled vehicles is coupled to a second formation consisting of one vehicle or multiple coupled vehicles, the first formation manages the entire train including the second formation, and is provided with a first management device that is provided in the first formation and monitors and controls the train, and the first management device is provided with: a memory unit that stores control programs that perform individual formation processing for controlling the first formation alone and coupling processing for controlling coupling when the first formation is coupled with the second formation; a receiving unit that receives a coupling library required for control when the second formation is coupled from a source other than the first management device; and an integrated management unit that executes the control program using the coupling library received by the receiving unit and performs integrated management of the entire train consisting of the first formation and the second formation.

[0008] According to the integrated train management system of the present disclosure, it is possible to couple formations that have different control calculation methods in a formation pattern that has not been determined in advance.

[0009] 6A is a diagram schematically illustrating a configuration of an integrated train management system according to a first embodiment of the present disclosure. FIG. 6B is a diagram illustrating the logic of compressor synchronization control in a control program for a first train set. FIG. 6C is a diagram illustrating the logic of compressor synchronization control in a coupling library for a second train set. FIG. 8A is a diagram illustrating the logic of compressor synchronization control in a control program for a first train set. FIG. 8B is a diagram illustrating the logic of compressor synchronization control in a coupling library for a second train set. FIG. 8A is a diagram illustrating the logic of abnormality determination control in a control program for a first train set. 8C is a diagram showing the logic of abnormality determination control in the coupling library 2020 of the second formation 2. FIG. 8D is a configuration diagram showing redundancy in an integrated train management system according to a fifth embodiment of the present disclosure. FIG. 8E is a configuration diagram showing redundancy in an integrated train management system according to a sixth embodiment of the present disclosure. FIG. 8F is a diagram showing an example of the hardware configuration of a control unit included in the integrated train management system according to the first to sixth embodiments.

[0010] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In each drawing, the same or corresponding parts are designated by the same reference numerals. Duplicate descriptions of these parts will be appropriately simplified or omitted.

[0011] First Embodiment. FIG. 1 is a diagram schematically illustrating the configuration of an integrated train management system according to a first embodiment of the present disclosure. The integrated train management system according to the first embodiment is a system in which, when a first trainset consisting of one vehicle or multiple coupled vehicles is coupled with a second trainset consisting of one vehicle or multiple coupled vehicles, the first trainset monitors and controls the entire train, including the second trainset. That is, the integrated train management system according to the first embodiment is a system that monitors and controls various devices such as air conditioning systems and brakes installed in each vehicle of the train, or monitors and controls the entire train. As shown in FIG. 1 , the first trainset 1 is a trainset consisting of one vehicle, and includes a first management device 100, on-board devices such as a propulsion control device and a brake device (not shown), a cab display (not shown), and the like. The first management device 100 monitors and controls the on-board devices of the first trainset 1 in which it is installed.

[0012] The second train set 2 is a train set consisting of one car, and includes a second management device 200, on-board equipment (not shown) such as a propulsion control device and a brake device, and a cab display (not shown). The second management device 200 monitors and controls the status of the on-board equipment of the second train set 2 in which it is installed. Note that the first train set 1 and the second train set 2 may be composed of multiple coupled cars. In this case, for example, the first management device 100 is disposed in the lead car of the multiple cars that make up the first train set 1. Similarly, for example, the second management device 200 is disposed in the lead car of the multiple cars that make up the second train set 2.

[0013] 1, a first train set 1 and a second train set 2 are coupled. When coupled, a first management device 100 possessed by the first train set 1 becomes the main device, and a second management device 200 possessed by the second train set 2 becomes the sub device, and the first management device 100 monitors and controls the entire train including the second train set 2.

[0014] The integrated train management system 10 according to the first embodiment includes a first management device 100 that is provided in a first formation 1 and monitors and controls the train. The first management device 100 includes a storage unit 1001, a receiving unit 1002, and an integrated management unit 1003. The integrated train management system 10 may further include a storage unit 2001 and a transmitting unit 2002. The storage unit 2001 and the transmitting unit 2002 are provided in a second management device 200.

[0015] The storage unit 1001 stores in an executable state a control program 1004 that performs processing for an independent train set for independently controlling the first train set 1 on which the storage unit 1001 is mounted when the first train set 1 is operated independently, and processing for coupling control when the first train set 1 is coupled with another train set. The control program 1004 is a program that can be executed by a central processing unit (CPU, not shown) or the like, and includes, for example, a function library.

[0016] The storage unit 2001 stores a merge library 2004 required for control when the second formation 2 is merged with the first formation 1. The merge library 2004 is a library that can be executed by a central processing unit (CPU, not shown) or the like, and includes, for example, a function library. The merge library 2004 may be in the form of a library, or, if the control device is equipped with a hypervisor or a container, may be in the form of a guest OS image or a container image.

[0017] Here, the first train set 1 and the second train set 2 have different types and numbers of sensors and devices installed, which may result in different control methods for the devices. For this reason, the main first management device 100 needs to acquire the control logic of the train set that is the other train set to be coupled. The coupling library 2004 contains the own train set logic at the time of coupling to be sent to the other train set.

[0018] The transmitting unit 2002 reads out the coupling library 2004 from the storage unit 2001 and transmits it to the first formation 1. The receiving unit 1002 receives the coupling library 2004 sent from the transmitting unit 2002.

[0019] The integrated management unit 1003 uses the coupling library 2004 received by the receiving unit 1002 to execute the control program 1004 (coupling processing for controlling coupling when the first formation 1 is coupled with another formation) stored in the memory unit 1001, and monitors and controls the onboard equipment of the first formation 1 in which it is installed, and the onboard equipment of the entire train including the first formation 1 in which it is installed and the second formation 2.

[0020] FIG. 2 is a diagram showing a second management device 200 that mainly performs monitoring and control in the integrated train management system according to the first embodiment of the present disclosure.

[0021] 2, the first management device 100 further includes a transmitting unit 1005. The storage unit 1001 of the first management device 100 further stores a merge library 1006. On the other hand, the second management device 200 further includes a receiving unit 2005 and an integrated management unit 2003. The storage unit 2001 of the second management device 200 further stores a control program 2006.

[0022] In this embodiment, as shown in Fig. 1 , when the first train set 1 and the second train set 2 are coupled, the first management device 100 becomes the main and the second management device 200 becomes the sub, and the first management device 100 monitors and controls the entire train including the second train set 2. However, as shown in Fig. 2 , when the trains are coupled, the second management device 200 may become the main and the first management device 100 becomes the sub, and the second management device 200 may monitor and control the entire train including the first train set 1.

[0023] In this case, the transmitting unit 1005 of the first management device 100 transmits the coupling library 1006 stored in the memory unit 1001 to the receiving unit 2005 of the second management device 200, and the integrated management unit 2003 of the second management device 200 uses the coupling library 1006 received by the receiving unit 2005 to execute the control program 2006 (coupling processing for coupling control when the second formation 2 is coupled with another formation) stored in the memory unit 2001, and monitors and controls the onboard equipment of the entire train including the first formation 1 and the second formation 2.

[0024] When the first train set 1 and the second train set 2 are operated independently, the integrated management unit 1003 of the first train set 1 executes the control program 1004 (independent train set processing for independently controlling the first train set 1) to monitor and control the on-board equipment installed in the first train set 1. Furthermore, the integrated management unit 2003 of the second train set 2 executes the control program 2006 (independent train set processing for independently controlling the second train set 2) to monitor and control the on-board equipment installed in the second train set 2.

[0025] FIG. 3 is a configuration diagram showing adaptive load control, which is an example of control in the integrated train management system according to the first embodiment of the present disclosure. Adaptive load control is an example of control in the integrated train management system 10. Adaptive load control changes the braking force according to the weight of the cars that make up the train set, and brakes the train set. When calculating the weight of the cars, the value of the pressure gauge provided in each car is used. If the pressure gauge, calculation method, and calculation coefficient differ for each train set, the calculation method for adaptive load control will differ for each train set.

[0026] As shown in Figure 3, the first train set 1 is equipped with two first pressure gauges 300. If the pressures measured by the two first pressure gauges 300 are AS1 and AS2, and the coefficient used to convert pressure to load is K1, the load of the vehicle is calculated using (Equation 1). Vehicle load = (AS1 + AS2) x K1 (Equation 1) Because the first train set 1 is a train set consisting of one vehicle, the load of the vehicle calculated using (Equation 1) is the load of the first train set 1.

[0027] The control program 1004 has a load adaptive control program that controls the brakes of the first train set 1 in accordance with the load of the first train set 1 calculated using (Equation 1) when the first train set 1 is operating independently. The control program 1004 is stored in advance in the storage unit 1001.

[0028] The second train set 2 is equipped with one second pressure gauge 400. If the pressure measured by one second pressure gauge 400 is AS3 and the coefficient used to convert pressure to load is K2, the vehicle load is calculated using (Equation 2). Vehicle load = AS3 × K2 (Equation 2) Because the second train set 2 is a train set consisting of one vehicle, the vehicle load calculated using (Equation 2) is the load of the second train set 2.

[0029] When the first and second train sets 1 and 2 are coupled, the load of the entire train including the first and second train sets 1 and 2 is calculated using (Equation 3). Load of entire train = (Equation 1) + (Equation 2) = (AS1 + AS2) x K1 + AS3 x K2 (Equation 3)

[0030] The coupling library 2004 is a function library having (Equation 2) for calculating the load of the second train set 2. The coupling library 2004 is stored in the storage unit 2001 in advance.

[0031] When the first formation 1 and the second formation 2 are coupled, the transmitting unit 2002 transmits the coupling library 2004 to the receiving unit 1002. The method of transmitting and receiving the coupling library 2004 is not limited to a specific method, and may be any method such as wired or wireless.

[0032] Next, a description will be given of the operation of the integrated train management system according to the first embodiment of the present disclosure. Fig. 4 is a flowchart showing the operation (adaptive load control) when formations are coupled in the integrated train management system according to the first embodiment of the present disclosure.

[0033] In S301 of Figure 4, when the first train set 1 is operating alone, in other words, when it is not coupled with other train sets, the integrated management unit 1003 of the first train set 1 executes the control program 1004 stored in advance in the memory unit 1001 to perform load adaptive control of the first train set 1.

[0034] In S302 of FIG. 4, when the first formation 1 and the second formation 2 are coupled, the first management device 100 of the first formation 1 becomes the main, and the second management device 200 of the second formation 2 becomes the sub.

[0035] In S303 of FIG. 4, the transmitting unit 2002 of the second management device 200 of the second formation 2 transmits the coupling library 2004 stored in the memory unit 2001 to the first management device 100 of the first formation 1.

[0036] In S304 of FIG. 4, the receiving unit 1002 of the first management device 100 of the first formation 1 receives the coupling library 2004.

[0037] In S305 of FIG. 4 , the integrated management unit 1003 of the first train set 1 executes the control program 1004 using the coupling library 2004 received by the receiving unit 1002, and performs load adaptive control for the entire train including the first train set 1 and the second train set 2. As described above, the control program 1004 has a load adaptive control program that controls the brakes of the first train set 1 in accordance with the load of the first train set 1 calculated using (Equation 1) when the first train set 1 is operated alone. However, when the first train set 1 and the second train set 2 are coupled, the control program 1004 does not have (Equation 2) for calculating the load of the second train set 2. Therefore, the control program 1004 obtains (Equation 2) using the coupling library 2004 received by the receiving unit 1002, and can calculate the load of the entire train including the first train set 1 and the second train set 2 using (Equation 3), which is (Equation 1) + (Equation 2). As a result, the control program 1004 executes brake control in accordance with the load of the entire train calculated by (Equation 3).

[0038] As described above, the integrated train management system 10 according to this embodiment is a train management system in which, when a first train set 1 consisting of one vehicle or a plurality of coupled vehicles is coupled to a second train set 2 consisting of one vehicle or a plurality of coupled vehicles, the first train set 1 performs integrated management of the entire train including the second train set 2, and includes a first management device 100 that is provided in the first train set 1 and monitors and controls the train. The first management device 100 includes a storage unit 1001 that stores a control program 1004 that performs an independent train set process for independently controlling the first train set 1 and a coupling process for controlling coupling when the first train set is coupled to another train set, a receiving unit 1002 that receives a coupling library 2004 required for control when the second train set is coupled, and an integrated management unit 1003 that executes the control program 1004 using the coupling library 2004 received by the receiving unit 1002 and performs integrated management of the entire train consisting of the first train set 1 and the second train set 2.

[0039] As described above, when the integrated train management system 10 according to this embodiment monitors and controls the entire train consisting of the first train set 1 and the second train set 2, it uses the coupling library 2004 sent from the second train set 2, and therefore it is sufficient for the first train set 1 to store only the control program 1004. This allows the integrated train management system 10 according to this embodiment to couple train sets that have different control calculation methods in a train set pattern that has not been determined in advance.

[0040] Second Embodiment An integrated train management system 20 according to a second embodiment will be described with reference to Fig. 5. In the description of the second embodiment, the same reference numerals as those in the first embodiment indicate the same or corresponding parts.

[0041] 5 is a configuration diagram showing an integrated train management system according to embodiment 2 of the present disclosure. As shown in Fig. 5, the integrated train management system 20 according to embodiment 2 further includes a track system 3 in addition to the configuration of the integrated train management system 10 according to embodiment 1 shown in Fig. 1.

[0042] The ground system 3 includes a storage unit 301, which is a cloud server, and a transmission unit 302. The storage unit 301 stores a coupling library 303 required for coupling control when the second train set 2 is coupled to the first train set 1. When the first train set 1 and the second train set 2 are coupled, the transmission unit 302 of the ground system 3 transmits the coupling library 303 to the receiving unit 1002 of the first train set 1. When the receiving unit 1002 receives the coupling library 303, the integrated management unit 1003 executes the control program 1004 stored in the storage unit 1001 using the coupling library 303 received by the receiving unit 1002, and performs monitoring and control of the on-board devices of the entire train including the first train set 1 and the second train set 2.

[0043] The method of transmitting and receiving the coupling library 303 is not limited to a specific method, and may be, for example, a wired or wireless method. The ground system 3 may be located outside the first formation 1. Furthermore, the storage unit 301 may be a server (physical server) other than a cloud server.

[0044] As described above, the train integrated management system 20 according to this embodiment includes a ground system 3, which includes a memory unit 301 that stores a coupling library 303 required for control when the second formation 2 is coupled to the first formation 1, and a transmitter unit 302 that transmits the coupling library 303.

[0045] As described above, when the integrated train management system 20 according to this embodiment monitors and controls the entire train consisting of the first formation 1 and the second formation 2, it does so using the coupling library 303 sent from the trackside system 3, so that the first formation 1 only needs to store the control program 1004 that is used when the first formation 1 is operated alone. This allows the integrated train management system 20 according to this embodiment to couple formations that have different control calculation methods in a formation pattern that has not been determined in advance.

[0046] Furthermore, for example, since the coupling library 303 can be transmitted to the first train formation 1 via the ground system 3 from a factory or the like that ships the coupling library 303, there is no need for the train formation to be coupled to hold the coupling library 303 in advance, and the task of updating the coupling library 303 to the latest version is simplified, thereby improving maintainability.

[0047] Embodiment 3 An integrated train management system 30 according to embodiment 3 will be described with reference to Figures 6A to 6C. In the description of embodiment 3, the same reference numerals as those in embodiments 1 and 2 indicate the same or corresponding parts.

[0048] 6A is a configuration diagram showing compressor synchronization control, which is an example of control in an integrated train management system according to a third embodiment of the present disclosure. As shown in FIG. 6A, the integrated train management system 30 according to the third embodiment performs compressor synchronization control instead of the load adaptive control described in the first embodiment. In compressor synchronization control, the compressors provided in each of multiple air conditioning devices mounted on a train are started in synchronization so as not to exceed the power supply capacity (so as not to start up simultaneously). If the start-up method differs for each train set, the compressor synchronization control method differs for each train set.

[0049] As shown in Figure 6A, the first train set 1 includes a first compressor 500 and a power supply 600. A memory unit 1001 of the first train set 1 includes a control program 1010 having logic necessary for synchronously controlling the first compressor 500. The second train set 2 includes a second compressor 700. A memory unit 2001 of the second train set 2 includes a coupling library 2010 having logic necessary for synchronously controlling the second compressor 700.

[0050] 6B is a diagram showing the compressor synchronization control logic in the control program 1010 of the first train set 1. As shown in FIG. 6B, the control program 1010 transmits a synchronization command to the first compressor 500 if 20 seconds have passed since the previous synchronization command was transmitted, the compressors of other cars in the first train set 1 are not activated, and the first compressor 500 is not receiving extended power from the power source 600. Note that because the first train set 1 is a train set consisting of one car, the control program 1010 treats the compressors of other cars as always not activated.

[0051] 6C is a diagram showing the logic of compressor synchronization control in the coupling library 2010 of the second train set 2. As shown in FIG. 6C, if 30 seconds have passed since the previous synchronization command was sent and the compressors of other cars in the second train set 2 are not running, the coupling library 2010 sends a synchronization command to the second compressor 700. Note that because the second train set 2 is a train set consisting of one car, the coupling library 2010 treats the compressors of other cars as always not running.

[0052] Next, an operation of the integrated train management system 30 according to the third embodiment of the present disclosure will be described. Fig. 7 is a flowchart showing the operation (compressor synchronization control) when formations are coupled in the integrated train management system 30 according to the third embodiment of the present disclosure.

[0053] In S701 of Figure 7, when the first train set 1 is operating alone, in other words, when it is not coupled with other train sets, the integrated management unit 1003 of the first train set 1 performs synchronization control of the first compressor 500 equipped on the first train set 1 using a control program 1010 stored in advance in the memory unit 1001.

[0054] In S702 of FIG. 7, when the first formation 1 and the second formation 2 are coupled, the first management device 100 of the first formation 1 becomes the main, and the second management device 200 of the second formation 2 becomes the sub.

[0055] In S703 of FIG. 7, the transmitting unit 2002 of the second management device 200 of the second formation 2 transmits the coupling library 2010 stored in the memory unit 2001 to the first management device 100 of the first formation 1.

[0056] In S704 of FIG. 7, the receiving unit 1002 of the first management device 100 of the first formation 1 receives the coupling library 2010.

[0057] In S705 of FIG. 7 , the integrated management unit 1003 of the first train set 1 executes the control program 1010 using the coupling library 2010 received by the receiving unit 1002, thereby performing compressor synchronization control for the entire train including the first train set 1 and the second train set 2. As described above, the control program 1010 is a control program that has logic necessary for synchronously controlling the first compressor 500, but does not have logic necessary for synchronously controlling the second compressor 700. Therefore, the control program 1010 obtains the logic necessary for synchronously controlling the second compressor 700 from the coupling library 2010 received by the receiving unit 1002. This enables the control program 1010 to perform synchronous control of the second compressor 700. As a result, the control program 1010 synchronously controls the first compressor 500 and also the second compressor 700.

[0058] As described above, when performing compressor synchronization control for an entire train consisting of the first train set 1 and the second train set 2, the integrated train management system 30 according to this embodiment uses the coupling library 2010 sent from the second train set 2, and therefore, it is sufficient for the first train set 1 to store only the control program 1010. This allows the integrated train management system 30 according to this embodiment to couple train sets that use different control calculation methods in a train set pattern that has not been determined in advance.

[0059] Fourth Embodiment A train integrated management system 40 according to a fourth embodiment will be described with reference to Figures 8A to 8C. In the description of the fourth embodiment, the same reference numerals as those in the first to third embodiments indicate the same or corresponding parts.

[0060] 8A is a configuration diagram showing abnormality determination control, which is an example of control in the integrated train management system according to the fourth embodiment of the present disclosure. As shown in FIG. 8A , in the control by the integrated train management system 40 according to the fourth embodiment, abnormality determination control is performed instead of compressor synchronization control. The abnormality determination control determines an abnormality in on-board equipment installed in a train, for example, an abnormality in the brakes. If the integrated train management system and brakes differ for each train formation, the abnormality determination control differs for each train formation.

[0061] 8A , the first train set 1 includes a remote I / O device 800 and a first brake 900. Furthermore, a storage unit 1001 of the first train set 1 includes a control program 1020 having logic required to determine an abnormality in the on-board equipment (first brake 900) of the first train set 1. The second train set 2 includes a second brake 1000. Furthermore, a storage unit 2001 of the second train set 2 includes a coupling library 2020 having logic required to determine an abnormality in the on-board equipment (second brake 1000) of the second train set 2. The remote I / O device 800 is one of the components of the train integrated management system 40, and the train integrated management system 40 inputs signals from the rolling stock via equipment lines or the like, or outputs signals to the rolling stock, via the remote I / O device 800.

[0062] Figure 8B is a diagram showing the logic of abnormality determination control in the control program 1020 for the first train set 1. As shown in Figure 8B, the control program 1020 determines that the first brake 900 is abnormal if the transmission data sent by the remote I / O device 800 is valid and the abnormal bit in the transmission data sent by the remote I / O device 800 indicates an abnormality, or if the transmission data sent by the first brake 900 is invalid.

[0063] 8C is a diagram showing the logic of abnormality determination control in the coupling library 2020 of the second train set 2. As shown in FIG. 8C, if the transmission data sent by the second brake 1000 is invalid, or if the abnormal bit in the transmission data sent by the second brake 1000 indicates an abnormality, the second brake 1000 determines that an abnormality has occurred.

[0064] As described above, the control program 1020 is a control program that has the logic necessary to determine an abnormality in the first brake 900 installed on the first train set 1, but does not have the logic necessary to determine an abnormality in the second brake 1000 installed on the second train set 2. Therefore, the control program 1020 obtains the logic necessary to determine an abnormality in the second brake 1000 from the coupling library 2020 received by the receiving unit 1002. This enables the control program 1020 to determine an abnormality in the second brake 1000. As a result, the control program 1020 determines an abnormality in the first brake 900 and also determines an abnormality in the second brake 1000.

[0065] In this way, the integrated train management system 40 according to this embodiment performs abnormality determination control instead of the compressor synchronization control in the flowchart of Fig. 7. That is, when determining whether an abnormality has occurred in the on-board equipment of the first train set 1 (first brake 900) and the on-board equipment of the second train set 2 (second brake 1000) for the entire train consisting of the first train set 1 and the second train set 2, the coupling library 2020 sent from the second train set 2 is used, and therefore, it is sufficient for the first train set 1 to store only the control program 1020. This allows the integrated train management system 40 according to this embodiment to couple train sets that have different control calculation methods in a train set pattern that has not been determined in advance.

[0066] Fifth Embodiment An integrated train management system 50 according to a fifth embodiment will be described with reference to Fig. 9. In the description of the fifth embodiment, the same reference numerals as those in the first to fourth embodiments will denote the same or corresponding parts.

[0067] 9 is a configuration diagram illustrating redundancy in an integrated train management system according to a fifth embodiment of the present disclosure. As shown in FIG. 9 , the second formation 2 includes a third management device 3000 in addition to a second management device 200.

[0068] The first control device 100 and the second control device 200 have the same configuration as that shown in Fig. 1 . The third control device 3000, like the first control device 100 of the first formation 1, includes a storage unit 3001, a receiving unit 3002, and an integrated control unit 3003. The storage unit 3001 of the third control device 3000 stores a control program 1004 that is the same as the control program 1004 stored in the first control device 100. The receiving unit 3002 of the third control device 3000 receives a coupling library 2004 transmitted from the transmitting unit 2002. The integrated control unit 3003 of the third control device 3000 executes the control program 1004 stored in the storage unit 3001 using the coupling library 2004 received by the receiving unit 3002, and monitors and controls the on-board equipment of the entire train including the first formation 1 and the second formation 2.

[0069] When the first formation 1 and the second formation 2 are coupled, the transmission unit 2002 transmits the coupling library 2004 stored in the storage unit 2001 to the first management device 100 and the third management device 3000. The first management device 100 executes the control program 1004 using the received coupling library 2004, and performs monitoring and control of the on-board equipment of the entire train including the first formation 1 and the second formation 2. The integrated management unit 3003 of the third management device 3000 executes the control program 1004 using the received coupling library 2004. The integrated management unit 3003 of the third management device 3000 may be on standby so that it can execute the control program 1004 at any time using the received coupling library 2004.

[0070] Here, if an abnormality occurs in the first control device 100, the third control device 3000 becomes the main device and continues to monitor and control the on-board equipment of the entire train. That is, the integrated control unit 3003 of the third control device 3000 executes the control program 1004 using the received coupling library 2004, and monitors and controls the on-board equipment of the entire train including the first formation 1 and the second formation 2. In this way, if an abnormality occurs in the first control device 100, the integrated control unit 3003 of the third control device 3000 continues to monitor and control the on-board equipment of the entire train, thereby improving the redundancy of the train integrated management system 50.

[0071] If an abnormality occurs in the first control device 100, the second control device 200 may become the main device and continue to monitor and control the onboard equipment of the entire train. Also, if an abnormality occurs in both the first control device 100 and the second control device 200, the third control device 3000 may become the main device and continue to monitor and control the onboard equipment of the entire train. This improves the redundancy of the train integrated management system 50.

[0072] Sixth Embodiment A train integrated management system 60 according to a sixth embodiment will be described with reference to Fig. 10. In the description of the sixth embodiment, the same reference numerals as those in the first to fifth embodiments will denote the same or corresponding parts.

[0073] 10 is a configuration diagram illustrating redundancy in an integrated train management system according to a sixth embodiment of the present disclosure. As shown in Fig. 10, instead of the third management device 3000 in the fifth embodiment, the first formation 1 includes a fourth management device 4000 in addition to the first management device 100.

[0074] The first control device 100 and the second control device 200 have the same configuration as that shown in Fig. 1 . The fourth control device 4000, like the first control device 100 of the first formation 1, includes a storage unit 4001, a receiving unit 4002, and an integrated control unit 4003. The storage unit 4001 of the fourth control device 4000 stores a control program 1004 that is the same as the control program 1004 stored in the first control device 100. The receiving unit 4002 of the fourth control device 4000 receives a coupling library 2004 transmitted from the transmitting unit 2002. The integrated control unit 4003 of the fourth control device 4000 executes the control program 1004 stored in the storage unit 4001 using the coupling library 2004 received by the receiving unit 4002, and monitors and controls the on-board equipment of the entire train including the first formation 1 and the second formation 2.

[0075] When the first formation 1 and the second formation 2 are coupled, the transmission unit 2002 transmits the coupling library 2004 stored in the storage unit 2001 to the first management device 100 and the fourth management device 4000. The first management device 100 executes the control program 1004 using the received coupling library 2004, and performs monitoring and control of the on-board equipment of the entire train including the first formation 1 and the second formation 2. The integrated management unit 4003 of the fourth management device 4000 executes the control program 1004 using the received coupling library 2004. The integrated management unit 4003 of the fourth management device 4000 may be on standby so that it can execute the control program 1004 at any time using the received coupling library 2004.

[0076] Here, if an abnormality occurs in the first control device 100, the fourth control device 4000 becomes the main device and continues to monitor and control the on-board equipment of the entire train. That is, the integrated control unit 4003 of the fourth control device 4000 executes the control program 1004 using the received coupling library 2004, and monitors and controls the on-board equipment of the entire train including the first formation 1 and the second formation 2. In this way, if an abnormality occurs in the first control device 100, the integrated control unit 4003 of the fourth control device 4000 continues to monitor and control the on-board equipment of the entire train, thereby improving the redundancy of the train integrated management system 60.

[0077] If an abnormality occurs in the first control device 100, the second control device 200 may become the main device and continue to monitor and control the onboard equipment of the entire train. Also, if an abnormality occurs in both the first control device 100 and the second control device 200, the fourth control device 4000 may become the main device and continue to monitor and control the onboard equipment of the entire train. This improves the redundancy of the train integrated management system 60.

[0078] Fig. 11 is a diagram showing an example of the hardware configuration of a control unit included in the integrated train management system according to the first to sixth embodiments. Fig. 11 shows a hardware configuration in the case where the functions of the integrated management units 1003, 2003, 3003, and 4003 are realized using hardware that executes a program. The integrated management units 1003, 2003, 3003, and 4003 each include a processor 110 and a memory 111.

[0079] The processor 110 is a CPU (Central Processing Unit). The processor 110 may be a processing unit, an arithmetic unit, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor). The functions of the integrated management units 1003, 2003, 3003, and 4003 are realized by the processor 110 and software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the built-in memory 111. The memory 111 is a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable Read Only Memory), or an EEPROM (Electrically Erasable Programmable Read Only Memory).

[0080] The configurations described in the above embodiments are merely examples of the contents of the present disclosure, and may be combined with other known techniques. Furthermore, parts of the configurations may be omitted or modified without departing from the scope of the present disclosure.

[0081] 1 First train set, 2 Second train set, 3 Ground system, 10, 20, 30, 40, 50, 60 Train integrated management system, 100 First management device, 200 Second management device, 3000 Third management device, 4000 Fourth management device, 1001, 2001, 301, 3001, 4001 Memory unit, 1002, 2005, 3002, 4002 Receiving unit, 1005, 2002, 302 Transmitting unit, 1003, 2003, 3003, 4003 Integrated management unit, 1004, 1010, 1020, 2006 Control program, 1006, 2004, 2010, 2020, 303 Coupling library, 300 First pressure gauge, 400 Second pressure gauge, 500 First compressor, 600 power supply, 700 second compressor, 800 remote I / O device, 900 first brake, 1000 second brake

Claims

1. An integrated train management system in which, when a first formation consisting of one vehicle or multiple coupled vehicles is coupled with a second formation consisting of one vehicle or multiple coupled vehicles, the first formation manages the entire train including the second formation, the first formation comprising the second formation; the integrated train management system comprising: a first management device provided on the first formation for monitoring and controlling the train; the first management device comprising: a memory unit in which control programs are stored that perform individual formation processing for controlling the first formation independently and coupling processing for controlling coupling when the first formation is coupled with the second formation; a receiving unit that receives a coupling library required for control when the second formation is coupled from a source other than the first management device; and an integrated management unit that executes the control program using the coupling library received by the receiving unit and manages the entire train consisting of the first formation and the second formation.

2. The integrated train management system according to claim 1, wherein the second formation is provided with a second management device having: a memory unit in which the coupling library is stored; and a transmitter unit that transmits the coupling library.

3. The integrated train management system according to claim 1, further comprising a ground system, the ground system comprising: a storage unit in which the coupling library is stored; and a transmission unit that transmits the coupling library.

4. The integrated train management system according to any one of claims 1 to 3, wherein the control program and the coupling library are software for performing adaptive load control.

5. The integrated train management system according to any one of claims 1 to 3, wherein the control program and the coupling library are software for performing compressor synchronization control.

6. The integrated train management system according to any one of claims 1 to 3, wherein the control program and the coupling library are software that performs abnormality determination control.

7. The integrated train management system of claim 2, further comprising a third management device provided on the second formation for monitoring and controlling the train, the third management device comprising: a memory unit in which the control program is stored; a receiving unit that receives the coupling library from the second management device; and an integrated management unit that executes the control program using the coupling library received by the receiving unit and performs integrated management of the entire train consisting of the first formation and the second formation, wherein the first management device and the third management device provide redundant integrated management of the entire train.

8. The integrated train management system according to claim 2, further comprising a fourth management device provided on the first formation for monitoring and controlling the train, the fourth management device comprising: a memory unit in which the control program is stored; a receiving unit that receives the coupling library from the second management device; and an integrated management unit that executes the control program using the coupling library received by the receiving unit and performs integrated management of the entire train consisting of the first formation and the second formation, wherein the first management device and the fourth management device provide redundant integrated management of the entire train.

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