TRAIN-INFORMATION MANAGEMENT DEVICE AND TRAIN-INFORMATION MANAGEMENT METHOD

A train-information management device that manages train control information as a control command signal, and includes a central unit that collates a distance in kilometers measured on a vehicle with track information including a position of an air section provided in overhead wires when the train stops, and when determining that a pantograph is present in the air section, and having detected that the pantograph is in a raised state based on raised/lowered state information output from the pantograph, outputs a ‘lower pantograph’ operation signal as train control information.

DESCRIPTION OF EMBODIMENTS

Exemplary embodiments of a train-information management device and a train-information management method according to the present invention will be explained below in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments.

Embodiment

FIG. 1schematically depicts a formation of a train having a train-information management device according to an embodiment of the present invention incorporated therein. InFIG. 1, for example, six vehicles constituting the train formation are shown. A first vehicle1includes a cab5, and vehicles2and3are intermediate vehicles coupled with each other in order from the first vehicle1. A trunk transmission line21and a train line23are arranged between the respective vehicles. The train line23is a signal line for transmitting command information (a brake command, a command to raise or lower the pantograph, and the like) associated with, for example, security control in the formation.

A central unit10that constitutes the train-information management device is incorporated in the first vehicle1. The central unit10is connected to the trunk transmission line21and an on-board transmission line22, and includes an arithmetic processing unit (information processing unit)10a, a CPU and a memory, to function according to software that realizes the function of the train-information management device.

A master controller (master control unit)20and a cab I/F unit30connected to the on-board transmission line22is incorporated in the first vehicle1. The master controller20transmits notch information and control input information required for driving such as a traveling direction to the central unit10. For example, when a pantograph operation switch (not shown) provided on the cab5is operated, the cab I/F unit30fetches in a ‘raise pantograph’ operation signal DI-1or a ‘lower pantograph’ operation signal DI-2generated by the arithmetic processing unit10abased on an operation signal6from the pantograph operation switch, and outputs a ‘raise pantograph’ command DO-1or a ‘lower pantograph’ command DO-2.

Terminal devices12and13respectively connected to the trunk transmission line21to constitute the train-information management device, and devices40and41connected to the terminal devices12and13via the on-board transmission line22are incorporated in the vehicles2and3. The devices40and41are, for example, a VVVF inverter (variable voltage variable frequency inverter), a brake control unit, an air-conditioning unit, an SIV (static inverter), or the like. A pantograph7is installed on a predetermined vehicle (for example, the vehicle2), and an electric motor (not shown) that is driven by electric power supplied from overhead wires (not shown) via the pantograph7is mounted on a predetermined vehicle. The pantograph7is controlled by a pantograph drive circuit50. The pantograph drive circuit50performs operations to raise or lower the pantograph7in conjunction with the ‘raise pantograph’ command DO-1or the ‘lower pantograph’ command DO-2from the cab I/F unit30.

The train-information management device manages various types of train information such as train control information involved with control of the entire train such as train traffic information, train position information, a power running command, a brake command, and a door open/close command, and operating state information of devices. The central unit10and the terminal devices12and13operate in cooperation with each other to collect the information of the devices connected to the central unit10and the terminal devices12and13, and share the information via the trunk transmission line21.

FIG. 1schematically depicts the connection of the transmission line, and does not limit the mode of connection. For example, the central unit10and the master controller20can be connected with each other by putting a hub (not shown) provided in the first vehicle1therebetween. The central unit10and the cab I/F unit30can be connected with each other by putting the hub (not shown) provided in the first vehicle1therebetween. Similarly, the terminal devices12and13and the devices40and41can be connected with each other by putting the hub (not shown) provided in the vehicles2and3therebetween. The devices40and41generally represent devices incorporated in the respective vehicles, and the number and type of devices are determined according to the actual configuration of vehicles. Accordingly, the number of devices shown inFIG. 1is only one example. Furthermore, the number of vehicles and the number of pantographs shown inFIG. 1are not limited to the example shown in the drawings.

Operations of the train-information management device are explained below.

The control input information is transmitted to the central unit10via the on-board transmission line22, and the arithmetic processing unit10ain the central unit10generates train control information based on the control input information. The train control information is information related to distribution of a power running torque to the VVVF inverter (for example, power-running notch information), and is transmitted to the terminal devices12and13via the trunk transmission line21. For example, the terminal devices12and13having received the train control information broadcast the train control information to the respective devices40and41. The terminal devices12and13collect operating-state information data from the respective devices40and41, and transmit these pieces of data to the central unit10regularly.

When the operation signal6from a pantograph operation switch (not shown) is a ‘raise pantograph’ operation signal, the arithmetic processing unit10agenerates the ‘raise pantograph’ operation signal DI-1and outputs the signal to the on-board transmission line22. The cab I/F unit30having received the ‘raise pantograph’ operation signal DI-1outputs the ‘raise pantograph’ command DO-1to the train line23. Upon reception of the ‘raise pantograph’ command DO-1via the train line23, the pantograph drive circuit50drives an expansion/contraction mechanism of the pantograph7to set the pantograph7in an expanded state. As a result, the pantograph7comes in contact with the overhead wires, thereby enabling to supply power from the overhead wires.

When the operation signal6from the pantograph operation switch (not shown) is a ‘lower pantograph’ operation signal, the arithmetic processing unit10agenerates the ‘lower pantograph’ operation signal DI-2and outputs the signal to the on-board transmission line22. The cab I/F unit30having received the ‘lower pantograph’ operation signal DI-2outputs the ‘lower pantograph’ command DO-2to the train line23. Upon reception of the ‘lower pantograph’ command DO-2via the train line23, the pantograph drive circuit50drives the expansion/contraction mechanism of the pantograph7to contract the pantograph7. As a result, the pantograph7separates from the overhead wires, to cut power supply from the overhead wires.

Operations when a train stops in an air section are specifically explained next.

FIG. 2is a flowchart of a first operation example of the train-information management device. First, when a train stops, the arithmetic processing unit10acollates the distance in kilometers between respective stations measured on the vehicle with track information including the position of an air section, thereby ascertaining the stopped position of the train and the position of the pantograph7(position determining step: S10). When having determined that at least one pantograph7is present in an air section (YES at Step S10), the arithmetic processing unit10adetects whether the pantograph7is in a raised state based on the operating state information (raised/lowered state information) transmitted from the pantograph7via the trunk transmission line21(pantograph detecting step: S11). When the pantograph7is in the raised state (YES at Step S11), the arithmetic processing unit10agenerates the ‘lower pantograph’ operation signal DI-2and outputs the signal to the on-board transmission line22(‘lower pantograph’ operation signal outputting step: Step S12). The cab I/F unit30having received the ‘lower pantograph’ operation signal DI-2outputs the ‘lower pantograph’ command DO-2, and the pantograph drive circuit50fetches in the ‘lower pantograph’ command DO-2. As a result, the pantograph7separates from the overhead wires. In this manner, if a raising/lowering operation of the pantograph7is controlled by determining whether the pantograph7is in the air section when the train stops and detecting that the pantograph7is in the raised state, damage when the train stops in the air section can be suppressed.

At Step S10, when having determined that the pantograph7is not present in the air section (NO at Step S10), the arithmetic processing unit10afinishes the operation without performing the process at Step S11. At Step S11, for example, when the pantograph7is in the lowered state because the ‘lower pantograph’ operation signal is output immediately after the train has stopped in the air section (NO at Step S11), the arithmetic processing unit10afinishes the operation without performing the process at Step S12.

FIG. 3is a flowchart of a second operation example of the train-information management device. First, when a train stops, the arithmetic processing unit10acollates the distance in kilometers between respective stations measured on the vehicle with track information including the position of an air section, thereby ascertaining the stopped position of the train and the position of the pantograph7. When having determined that at least one pantograph7is present in an air section (YES at Step S20), the arithmetic processing unit10adetects whether the pantograph7is in the raised state based on the operating state information (raised/lowered state information) transmitted from the pantograph7via the trunk transmission line21. When the pantograph7is in the raised state (YES at Step S21), the arithmetic processing unit10agenerates the ‘lower pantograph’ operation signal DI-2and outputs the signal to the on-board transmission line22(Step S22). The cab I/F unit30having received the ‘lower pantograph’ operation signal DI-2outputs the ‘lower pantograph’ command DO-2, and the pantograph drive circuit50fetches in the ‘lower pantograph’ command DO-2. As a result, the pantograph7separates from the overhead wires.

At this time, when the ‘raise pantograph’ operation is performed although the pantograph7separates from the overhead wires, the ‘raise pantograph’ operation signal is output from the pantograph operation switch. When the arithmetic processing unit10areceives the ‘raise pantograph’ operation signal (YES at Step S23) after having output the ‘lower pantograph’ operation signal DI-2at Step S22, the arithmetic processing unit10aoutputs first predetermined information to at least one of a speaker and a display (both not shown) provided in the cab5(first-information outputting step: S24). The first predetermined information is audio information or visualized message information, which is, for example, “Is it possible to execute a ‘raise pantograph’ operation although the train has stopped in the air section?”, “Please run slow at one notch because the train has stopped in the air section”, or “Have you confirmed with a command and control center whether to resume operation?”. When the notch information having a large value is input due to an erroneous operation of the notch, this matter is notified to a train driver by outputting such information, thereby enabling to suppress adverse effects to the overhead wires and the like.

After a predetermined time has passed since outputting of the first predetermined information, upon reception of the ‘raise pantograph’ operation signal again (YES at Step S25), the arithmetic processing unit10aoutputs the ‘raise pantograph’ operation signal DI-1(‘raise pantograph’ operation signal outputting step: Step S26). As a result, the pantograph7comes in contact with the overhead wires, thereby enabling to supply power from the overhead wires. For example, when power consumption of the train being stopped in the air section is small, the train may be moved to outside of the air section without affecting the overhead wires and the like by causing the train to run at a very low speed. The operations at Steps S25and S26correspond to a case where the train driver performs such operations.

At Step S20, when having determined that the pantograph7is not present in the air section (NO at Step S20), the arithmetic processing unit10afinishes the operation without performing the process at Step S21. At Step S21, for example, when the pantograph7is in the lowered state because the ‘lower pantograph’ operation signal is output immediately after the train has stopped in the air section (NO at Step S21), the arithmetic processing unit10afinishes the operation without performing the process at Step S22. At Step S23, when the arithmetic processing unit10adoes not receive the ‘raise pantograph’ operation signal (NO at Step S23), the arithmetic processing unit10afinishes the operation without performing the process at Step S24. At Step S25, when the arithmetic processing unit10adoes not receive the ‘raise pantograph’ operation signal after a predetermined time has passed since outputting of the first predetermined information (NO at Step S25), the arithmetic processing unit10afinishes the operation without performing the process at Step S26.

FIG. 4is a flowchart of a third operation example of the train-information management device. First, when a train stops, the arithmetic processing unit10acollates the distance in kilometers between respective stations measured on the vehicle with track information including the position of an air section, thereby ascertaining the stopped position of the train and the position of the pantograph7. When having determined that at least one pantograph7is present in an air section (YES at Step S30), the arithmetic processing unit10adetects whether the pantograph7is in the raised state based on the operating state information (raised/lowered state information) transmitted from the pantograph7via the trunk transmission line21. When the pantograph7is in the raised state (YES at Step S31), the arithmetic processing unit10agenerates the ‘lower pantograph’ operation signal DI-2and outputs the signal to the on-board transmission line22(Step S32). The cab I/F unit30having received the ‘lower pantograph’ operation signal DI-2outputs the ‘lower pantograph’ command DO-2, and the pantograph drive circuit50fetches in the ‘lower pantograph’ command DO-2. As a result, the pantograph7separates from the overhead wires.

Next, when the ‘raise pantograph’ operation is performed although the pantograph7separates from the overhead wires, the ‘raise pantograph’ operation signal is output from the pantograph operation switch. When the arithmetic processing unit10areceives the ‘raise pantograph’ operation signal (YES at Step S33) after having output the ‘lower pantograph’ operation signal DI-2at Step S32, the arithmetic processing unit10aoutputs the first predetermined information to at least one of a speaker and a display (both not shown) provided in the cab5(Step S34). After a predetermined time has passed since outputting of the first predetermined information, when having received the ‘raise pantograph’ operation signal again (YES at Step S35), the arithmetic processing unit10aoutputs the ‘raise pantograph’ operation signal DI-1(Step S36).

Next, when the master controller20outputs second notch information with a value larger than a minimum value of first notch information (YES at Step S37), the arithmetic processing unit10aconverts the second notch information to the first notch information (notch-information converting step: Step S38). The first notch information is a requisite minimum notch for the train being stopped to move out of the air section (for example, one notch), and the second notch information is, for example, two notches or more. With this process, when the train is caused to move out of the air section, even if the notch information having a large value is input due to an erroneous operation of the notch, an excessive current is prevented from flowing in the overhead wires, and adverse effects to the overhead wires and the like can be suppressed.

The arithmetic processing unit10athen outputs the second predetermined information to at least one of the speaker and the display (both not shown) provided in the cab5(second-information outputting step: Step S39). The second predetermined information is audio information or visualized message information, which is, for example, “The train is in operation based on the first notch information”. By outputting this information, even when the operation exceeding two notches is currently performed, the train driver can calmly perform a notch operation with respect to the fact that the train does not accelerate.

At Step S30, when having determined that the pantograph7is not present in the air section (NO at Step S30), the arithmetic processing unit10afinishes the operation without performing the process at Step S31. At Step S31, for example, when the pantograph7is in the lowered state because the ‘lower pantograph’ operation signal is output immediately after the train has stopped in the air section (NO at Step S31), the arithmetic processing unit10afinishes the operation without performing the process at Step S32. At Step S33, when the arithmetic processing unit10adoes not receive the ‘raise pantograph’ operation signal (NO at Step S33), the arithmetic processing unit10afinishes the operation without performing the process at Step S34. At Step S35, when the arithmetic processing unit10adoes not receive the ‘raise pantograph’ operation signal after the predetermined time has passed since outputting of the first predetermined information (NO at Step S35), the arithmetic processing unit10afinishes the operation without performing the process at Step S36. Furthermore, at Step S37, when the second notch information has not been output from the master controller20(NO at Step S37), the arithmetic processing unit10aperforms the process at Step S39.

In the operation example shown inFIG. 4, after the ‘lower pantograph’ operation signal is output (Step S32), the ‘raise pantograph’ operation signal is received (Step S33) to output the first predetermined information (Step S34), and when the ‘raise pantograph’ operation signal is received again (YES at Step S35), the ‘raise pantograph’ operation signal DI-1is output (Step S36). However, the operation at Step S37can be performed after the operation at Step S33. For example, after outputting the ‘lower pantograph’ operation signal (Step S32), the arithmetic processing unit10areceives the ‘raise pantograph’ operation signal (Step S33), and when the second notch information with a value larger than that of the first notch information is output from the master controller20(YES at Step S37), the arithmetic processing unit10aconverts the second notch information to the first notch information (Step S38). With this configuration, because the operation at Step S34can be omitted, the train can be immediately moved. The operation at Step S39can be inserted after the operation at Step S38.

FIG. 5is a flowchart of a fourth operation example of the train-information management device. First, when a train stops, the arithmetic processing unit10acollates the distance in kilometers between respective stations measured on the vehicle with track information including the position of an air section, thereby ascertaining the stopped position of the train and the position of the pantograph7. When having determined that at least one pantograph7is present in an air section (YES at Step S40), the arithmetic processing unit10adetects whether the pantograph7is in the raised state based on the operating state information (raised/lowered state information) transmitted from the pantograph7via the trunk transmission line21. When the pantograph7is in the raised state (YES at Step S41), the arithmetic processing unit10agenerates the ‘lower pantograph’ operation signal DI-2and outputs the signal to the on-board transmission line22(Step S42). The cab I/F unit30having received the ‘lower pantograph’ operation signal DI-2outputs the ‘lower pantograph’ command DO-2, and the pantograph drive circuit50fetches in the ‘lower pantograph’ command DO-2. As a result, the pantograph7separates from the overhead wires.

Next, when the ‘raise pantograph’ operation is performed although the pantograph7separates from the overhead wires, the ‘raise pantograph’ operation signal is output from the pantograph operation switch. When the arithmetic processing unit10areceives the ‘raise pantograph’ operation signal (YES at Step S43) after having output the ‘lower pantograph’ operation signal DI-2at Step S42, the arithmetic processing unit10aoutputs the first predetermined information to at least one of a speaker and a display (both not shown) provided in the cab5(Step S44). After a predetermined time has passed since outputting of the first predetermined information, when having received the ‘raise pantograph’ operation signal again (YES at Step S45), the arithmetic processing unit10aoutputs the ‘raise pantograph’ operation signal DI-1(Step S46). Next, when the master controller20outputs second notch information with a value larger than a minimum value of first notch information (YES at Step S47), the arithmetic processing unit10aconverts the second notch information to the first notch information (Step S48). The arithmetic processing unit10athen outputs the second predetermined information to at least one of the speaker and the display (both not shown) provided in the cab5(Step S49). The second predetermined information is audio information or visualized message information, which is, for example, “The train is in operation based on the first notch information”.

In this case, when all the pantographs7move out of the air section, if the train can accelerate immediately with the second notch information, train diagram disruptions can be suppressed to the minimum. However, at Step S48, because the train speed in the air section has been limited, if changeover from the first notch information (for example, one notch) to the second notch information (for example, four notches) is performed simultaneously with all the pantographs7moving out of the air section, degradation of train ride quality may be caused because of a large speed-change shock. Therefore, when all the pantographs7move out of the air section (YES at Step S50), the arithmetic processing unit10aperforms a process to increase the notch information in a stepwise manner for every predetermined time (notch adjusting step: Step S51). By performing such a process, even if the notch is, for example, four notches when all the pantographs7move out of the air section, the notch information is increased, for example, from one notch in a stepwise manner to reach four notches. Accordingly, degradation of train ride quality can be suppressed as compared with a case where the notch information is not increased in a stepwise manner.

At Step S40, when having determined that the pantograph7is not present in the air section (NO at Step S40), the arithmetic processing unit10afinishes the operation without performing the process at Step S41. At Step S41, for example, when the pantograph7is in the lowered state because the ‘lower pantograph’ operation signal is output immediately after the train has stopped in the air section (NO at Step S41), the arithmetic processing unit10afinishes the operation without performing the process at Step S42. Furthermore, when the ‘raise pantograph’ operation signal is not received at Step S43(NO at Step S43), the arithmetic processing unit10afinishes the operation without performing the process at Step S44. At Step S45, when the ‘raise pantograph’ operation signal is not received after the predetermined time has passed since outputting of the first predetermined information (NO at Step S45), the arithmetic processing unit10afinishes the operation without performing the process at Step S46. When the second notch information is not output from the master controller20at Step S47(NO at Step S47), the arithmetic processing unit10aperforms a process at Step S49. When all the pantographs7have not moved out of the air section at Step S50(NO at Step S50), the arithmetic processing unit10amaintains the notch without increasing the notch.

The arithmetic processing unit10acan individually control the plurality of pantographs7mounted on the train. An example thereof is specifically explained below.

FIG. 6is an explanatory diagram of a first operation of the arithmetic processing unit10awhen only a part of the pantographs is present in an air section, and depicts a state where only a pantograph7amounted on a vehicle2aon a traveling direction side is present in the air section.FIG. 7is an explanatory diagram of a second operation of the arithmetic processing unit10awhen only a part of the pantographs is present in an air section, and depicts a state where only a pantograph7bmounted on a vehicle2bon an opposite side to the traveling direction is present in the air section.

The arithmetic processing unit10acan determine which one of the plurality of pantographs7is present in an air section by ascertaining the position of the air section.

InFIG. 6, when the train stops near an entrance of the air section, (that is, in a case where the pantograph7aon the traveling direction side is present in the air section and the pantograph7bother than the pantograph7ais present outside the air section), the arithmetic processing unit10aspecifies the pantograph7present in the air section by ascertaining the position of the air section, and for example, lowers the pantograph7aand maintains the pantograph7bin a raised state. In this manner, by controlling the pantographs7aand7b, even if the train cannot move in the traveling direction due to an accident or the like having occurred ahead of the air section, power can be supplied from the pantograph7b, thereby enabling to continue an operation of, for example, air conditioning in the vehicle. Because the train can be moved in a direction opposite to the traveling direction by receiving power supply from the pantograph7b, by moving the train to outside of the air section, power supply even from the pantograph7acan be received, and overhead wires4and the like are not affected.

InFIG. 7, when the train stops near an exit of the air section (that is, in a case where the pantograph7aon the traveling direction side is present outside the air section and the pantograph7bother than the pantograph7ais present in the air section), the arithmetic processing unit10aspecifies the pantograph7present in the air section by ascertaining the position of the air section, and for example, raises the pantograph7aand maintains the pantograph7bin the lowered state. By controlling the pantographs7aand7bin this manner, even if the train cannot move in the traveling direction due to an accident or the like having occurred ahead of the air section, for example, an operation of air conditioning in the vehicle can be continued. When a train operation is started, the operation can be started immediately by receiving power supply from the pantograph7a. The number of vehicles and the number of pantographs shown inFIGS. 6 and 7are not limited to the illustrated examples.

The operations of the arithmetic processing unit10aexplained with reference toFIGS. 6 and 7are included, for example, at Step S10(position determining step), of the determination flow shown inFIG. 2, as a pantograph control step. For example, if the partial pantograph7ais present in the air section when the train stops, such a control is performed at the pantograph control step that the ‘lower pantograph’ operation signal DI-2is output to the pantograph7a, and the ‘lower pantograph’ operation signal DI-2is not output to the pantograph7bpresent outside the air section. Furthermore, if the partial pantograph7bis present in the air section when the train stops, such a control is performed at the pantograph control step that the ‘lower pantograph’ operation signal DI-2is output to the pantograph7b, and the ‘lower pantograph’ operation signal DI-2is not output to the pantograph7apresent outside the air section.

As described above, when the train-information management device according to the present embodiment collates the distance in kilometers measured on the vehicle with the track information including the position of the air section, when the train stops, to determine that at least one pantograph7is present in the air section (Step S10), and when it is detected that the pantograph7is in the raised state based on the raised/lowered state information output from the pantograph7(Step S11), the train-information management device outputs the ‘lower pantograph’ operation signal DI-2as train control information (Step S12). Therefore, when the train stops in the air section, the pantograph7can be automatically lowered only by the in-vehicle information, without using the information from the ground device. As a result, damage when the train stops in the air section can be suppressed, and the cost associated with establishing of the ground device or the like, which has been required in the conventional technique, can be suppressed.

Upon reception of the ‘raise pantograph’ operation signal from the pantograph operation switch (Step S23) after the ‘lower pantograph’ operation signal DI-2is output (Step S22), the train-information management device according to the present embodiment outputs the first predetermined information to at least one of the speaker and the display provided in the cab5. Accordingly, even when the notch information having a large value is input due to an erroneous operation of the notch, this matter is notified to the train driver, thereby enabling to suppress adverse effects to the overhead wires and the like.

Upon reception of the ‘raise pantograph’ operation signal again after the predetermined time has passed since outputting of the first predetermined information (Step S25), the train-information management device according to the present embodiment outputs the ‘raise pantograph’ operation signal DI-1as train control information (Step S26). Accordingly, the train can be caused to travel by the notch operation in a situation such that the train can be moved at a very low speed.

When the ‘raise pantograph’ operation signal is received from the pantograph operation switch after the ‘lower pantograph’ operation signal DI-2is output and the second notch information with a value larger than that of the first notch information is output from the master controller20(Step S37), the train-information management device according to the present embodiment converts the second notch information to the first notch information (Step S38). Accordingly, even when the notch information having a large value is input due to an erroneous operation of the notch, an excessive current is prevented from flowing in the overhead wires.

Because the train-information management device according to the present embodiment outputs the second predetermined information to at least one of the speaker and the display provided in the cab5(Step S39) after converting the second notch information to the first notch information (Step S38), even when the operation exceeding two notches is currently performed, the train driver can calmly perform a notch operation with respect to the fact that the train does not accelerate.

When all the pantographs7move out of the air section (Step S50) after the second notch information is converted to the first notch information (Step S48), the train-information management device according to the present embodiment controls to increase the notch information in a stepwise manner for every predetermined time (Step S51). Accordingly, even when the notch has a large value when all the pantographs7move out of the air section, degradation of train ride quality can be suppressed.

If the partial pantograph7a(7b) is present in the air section when the train stops, the train-information management device according to the present embodiment outputs the ‘lower pantograph’ operation signal DI-2to the pantograph7a(7b) present in the air section, and does not output the ‘lower pantograph’ operation signal DI-2to the pantograph7b(7a) present outside the air section. Accordingly, even if the train cannot move in the traveling direction, the operation of air conditioning in the vehicle can be continued, and the train can be moved to outside of the air section.

The first notch information is not limited to one notch, and can be a notch that can move a train, which has stopped in an air section, without affecting overhead wires and the like. Furthermore, the train-information management device according to the present embodiment can be configured to determine whether the power consumption value is higher than a predetermined value to set a control command signal to the VVVF to a zero notch, even when the first notch information of one notch is input, when power consumption in the train is large (for example, the operational status of air conditioning and the operating condition of a compressor of a brake control device are high). With this configuration, the damage at the time of moving the train out of the air section can be further reduced.

The train-information management device according to the present embodiment is only an example of the contents of the present invention. The configuration can be combined with other well-known technology, and it is needless to mention that the present invention can be configured while modifying it without departing from the scope of the invention, such as omitting a part of the configuration.

INDUSTRIAL APPLICABILITY

As described above, the present invention can be applicable to a train-information management device, and is useful as an invention that can suppress damage when a train stops in the air section.

REFERENCE SIGNS LIST