Train Crew Support Device Door Opening Side Identification
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Solution Overview
Problem
The existing train crew support devices require expensive ground devices for door opening-closing operations, limiting their availability at all stations, and face challenges in swiftly providing door opening side information during train traffic rescheduling.
Innovation Solution
A train crew support device that includes a door opening-closing signal output unit, a train classification information interface, an ATS interface, and a memory unit to identify the door opening side using ATS control information, eliminating the need for ground devices and enabling swift information retrieval.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If ground devices are installed to provide door opening side information, then door opening-closing operation can be supported, but installation cost increases and availability is limited to interlocking stations only
Solution Approach 1:
The patent uses ATS control information as an intermediary to transmit door opening side information from the ground system to the train crew support device. This eliminates the need for direct ground device installation at every station, as the ATS system already exists and can provide the necessary information through its existing infrastructure.
Solution Approach 2:
The patent extracts and utilizes existing ATS control information that already contains door opening side information. Instead of installing new ground devices, the system copies and processes existing data from the ATS system, thereby avoiding additional infrastructure installation while maintaining functionality.
2Reliability
If ground devices are installed at interlocking stations, then door opening side information can be provided, but information may be received late during traffic rescheduling, reducing operational efficiency
Solution Approach 1:
The system performs preliminary action by pre-storing door opening side information in the train classification information before the train arrives at the station. This allows the information to be ready immediately when the train stops, eliminating delays that would occur if information was retrieved from ground devices after the train had already stopped.
Solution Approach 2:
The system establishes feedback by continuously monitoring train location and automatically updating door opening side information in the memory unit based on ATS control information. This ensures the information is always current and ready, preventing delays during traffic rescheduling operations.
3Measurement precision
If ground devices are installed to determine door opening side, then accurate door opening control is achieved, but system cost and complexity increase significantly
Solution Approach 1:
The patent copies and processes existing ATS control information that already contains the necessary door opening side data. This approach maintains measurement precision by using the same information source that the ground devices would provide, while avoiding the complexity of installing new ground device infrastructure.
Solution Approach 2:
The system achieves universality by making the train crew support device capable of operating at any station, not just interlocking stations. The device uses the existing ATS system's universal coverage to provide door opening side information anywhere along the railway line, eliminating the need for station-specific ground device installations.
Data Source
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AI summary
A train classification information interface 22 receives train classification information 1D, an ATS interface 21 obtains ATS control information 2D transmitted by an ATS system 10, a memory unit 24 stores therein the train classification information 1D, an operation determining unit 23 determines the door opening-closing side based on a door opening information table 200 stored in the memory unit 24, and door opening-closing-signal outputting units 25 and 26 output a door opening-closing signal 3D to door opening-closing devices 50 and 51, respectively, based on a door opening-closing operation performed by a crew member and based on a signal output by the operation determining unit 23.