JP2011183937A - Method and device for detecting failure of non-contact communication equipment - Google Patents

Abstract

Disclosed is a non-contact communication device failure detection method and a failure detection device capable of detecting a failure of an in-vehicle non-contact communication device for on-vehicle position detection without introducing new equipment.
The first and rear RFID readers 51 and 53 mutually diagnose whether information from tag ground elements 81 to 84 is received. For example, when the distance between the antennas 52 and 54 is traveled based on the information reception time in the leading RFID reader 51, the communication status of the trailing RFID reader 53 with the tag ground elements 81 to 84 is determined. In addition, for example, when a communication history in each RFID reader 51 is recorded and information is received in the rear RFID reader 51, the head side at the time when the distance between the antennas 52 and 54 is traced back. The communication history of the RFID reader 51 is checked, and the communication status with the tag ground unit in the leading RFID reader 53 is determined.
[Selection] Figure 1

Description

  The present invention relates to failure detection of an in-vehicle non-contact communication device in a position detection system that detects traveling position information of a train on a vehicle using non-contact communication with the ground.

Conventionally, the position where a train is present has been detected on the ground side by short-circuiting a track circuit composed of rails with an axle.
In recent years, a computer-based radio train control system (CATRAT) based on radio technology has been researched and developed. CARAT reduces the number of ground facilities such as conventional track circuits by installing a position detection function on the vehicle, and realizes movement block interval control, station premises control, and the like. This makes it possible to operate various trains efficiently and at low cost. For example, as shown in Non-Patent Document 1, in CARAT, a tag ground element enclosing a wireless IC tag is installed in the middle of the gauge, and a non-contact communication device such as an antenna and an IC tag reader is mounted on the train side. The presence line detection is performed on the vehicle by reading the child ID information. It is also considered that a speed generator is mounted on a vehicle, a travel distance is calculated using a speed pulse measured by the speed generator, and a train position detection is performed. A general-purpose wireless LAN (Local Area Network) is used for information transmission between the ground and the vehicle. In this way, general-purpose products have been actively introduced in place of railway-specific devices to achieve cost reduction.

By the way, when the position of a train is detected using the above-described method, if a non-contact communication device provided on the train side fails, the traveling position of the train cannot be specified. In this case, since the ground device cannot specify the traveling position of the train, there is a risk that the traveling of the train may be on the danger side, and it is necessary to ensure fail-safety. In addition, the failed communication device cannot notify the failure itself, and it is difficult to grasp the failure of the communication device.
Therefore, in order to detect abnormalities such as equipment failures, conventionally, on-board antennas installed at the beginning and the end of train formation are each provided with a failure detection loop, and some information is transmitted from the ground for failure detection. Equipment is installed, and it is detected whether there is any abnormality in the equipment for position detection by determining whether or not information from the ground can be received in the above-described failure detection loop.

"Low-cost wireless train control system using general-purpose wireless technology" (5-S22-4) 2008 IEEJ National Conference Haruo Yamamoto, Kiyotaka Seki et al.

  However, in the conventional failure detection methods as described above, since it is necessary to separately provide a failure detection loop and ground facilities, the cost is increased and the facility management is not easy.

  The present invention has been made in view of the above-described problems, and an object thereof is to detect a failure of a non-contact communication device mounted on a vehicle for position detection without introducing new equipment. It is to provide a failure detection method and failure detection device for a non-contact communication device capable of performing the above.

  In order to achieve the above-described object, the first invention is to perform non-contact communication between a non-contact communication device mounted at the front and rear of a vehicle and a ground unit installed on the ground and holding point information. A failure detection method for the non-contact communication device in a position detection system for detecting a traveling position of a vehicle on a vehicle, wherein communication is performed between the non-contact communication device at one of the front and rear of the vehicle and the ground unit. When the vehicle travels only the distance between the antennas of the front and rear non-contact communication devices based on the communication detection step to detect and the communication detection time in the communication detection step, or to travel the distance between the antennas A confirmation step for confirming the communication status of the other non-contact communication device when the time is traced back from the reference, and the other non-contact communication device confirmed by the confirmation step Contactless communication device of the other based on the communication status of whether a failure judgment step of judging whether a failure of a non-contact communication equipment failure detection method, which comprises a.

According to the first aspect of the present invention, the communication between the non-contact communication device at the head and the tail of the vehicle and the ground unit is detected, and the vehicle is connected to the non-contact communication device at the head and the tail on the basis of the communication detection time. The other non-contact communication device confirms the communication status of the other non-contact communication device when traveling by the distance between the antennas or when going back from the reference for the time required to travel the distance between the antennas. Whether or not the other non-contact communication device is faulty is determined based on the communication status.
Thereby, if the communication with the tag ground element is normally performed on either one of the non-contact communication devices provided at the head and the tail, from the travel time corresponding to the travel distance of the vehicle or the travel distance, The communication timing of the other non-contact communication device can be specified, and the failure can be diagnosed by confirming the communication state on the rear side at the communication timing. Therefore, it is not necessary to provide a new facility such as a failure detection loop, so that the failure can be detected with the existing facility, and the safety of the train operation can be secured at a low cost.

In the communication detection step, when communication between the head non-contact communication device and the ground unit is detected, in the confirmation step, communication with the ground unit in the rear non-contact communication device from the reference time is performed. The monitoring of the situation is started, and the monitoring of the mileage of the vehicle is started, and at the time when the mileage falls within the distance between the antennas or the allowable error range in the failure determination step, If the communication with the ground unit is not performed at the corresponding non-contact communication device at the corresponding time, the rear non-contact communication device is faulty. It is desirable to determine that there is a fault and output failure detection information.
Thereby, when the communication between the leading non-contact communication device and the ground unit is detected, it is possible to determine the failure of the trailing non-contact communication device and output the failure detection information.

The communication detection step further includes a communication history recording step of recording a communication history when detecting communication between any one of the front and rear non-contact communication devices of the vehicle and the ground unit. In the detection step, when communication between the rear non-contact communication device and the ground unit is detected, in the confirmation step, the communication history of the first non-contact communication device is checked, and in the failure determination step, the vehicle is It is determined whether or not a communication history with the ground unit in the leading non-contact communication device is recorded within a time period that travels the distance between the antennas or within an allowable error range thereof, and the corresponding communication history If there is no error, it is desirable to determine that the leading non-contact communication device has failed and output failure detection information.
As a result, when communication between the trailing non-contact communication device and the ground unit is detected, it is possible to determine a failure of the leading non-contact communication device and output failure detection information.

  According to a second aspect of the present invention, the position of the vehicle traveling on the vehicle by performing non-contact communication between the non-contact communication device mounted at the front and rear of the vehicle and the ground element installed on the ground and holding the point information. A non-contact communication device failure detection device in a position detection system for detecting vehicle travel distance detecting means for detecting a travel distance of a vehicle, a non-contact communication device at one of the front and rear of the vehicle, and the ground Communication detecting means for detecting communication with a child, and when the vehicle travels a distance between the antennas of the front and rear non-contact communication devices based on the time of communication detection in the communication detecting means, or the distance between the antennas A confirmation means for confirming the communication status of the other non-contact communication device when the vehicle goes back from the reference for the time required to travel the vehicle, and the other non-contact communication apparatus confirmed by the confirmation means And failure determining means determines the non-contact communication device of the other based on the communication status whether the failure is a failure detection device for non-contact communication device, characterized in that it comprises a.

According to the second aspect of the present invention, the communication between the non-contact communication device at the head and the tail of the vehicle and the ground unit is detected, and the vehicle is connected to the non-contact communication device at the head and the tail on the basis of the time of communication detection. The other non-contact communication device confirms the communication status of the other non-contact communication device when traveling by the distance between the antennas or when going back from the reference for the time required to travel the distance between the antennas. Whether or not the other non-contact communication device is faulty is determined based on the communication status.
Thereby, if the communication with the tag ground element is normally performed on either one of the non-contact communication devices provided at the head and the tail, from the travel time corresponding to the travel distance of the vehicle or the travel distance, The communication timing of the other non-contact communication device can be specified, and the failure can be diagnosed by confirming the communication state on the rear side at the communication timing. Therefore, it is not necessary to provide a new facility such as a failure detection loop, so that the failure can be detected with the existing facility, and the safety of the train operation can be secured at a low cost.

When the communication detection unit detects communication between the leading non-contact communication device and the ground unit, the confirmation unit communicates with the ground unit in the trailing non-contact communication device from the reference time. The monitoring of the situation is started, and the monitoring of the mileage of the vehicle measured by the mileage detection means is started, and the failure determination means determines when the mileage becomes the distance between the antennas or the allowable error range thereof. In addition, it is determined whether or not communication with the ground unit is performed in the rear non-contact communication device, and when communication with the ground unit is not performed in the rear non-contact communication device at the corresponding time, It is desirable to determine that the trailing non-contact communication device is in failure and output failure detection information.
Thereby, when the communication between the leading non-contact communication device and the ground unit is detected, it is possible to determine the failure of the trailing non-contact communication device and output the failure detection information.

The communication detection means further comprises a communication history recording means for recording a communication history when the communication between the non-contact communication device at the head and the rear of the vehicle and the ground unit is detected, and the communication detection When the means detects the communication between the rear non-contact communication device and the ground unit, the confirmation unit checks the communication history of the first non-contact communication device, and the failure determination unit It is determined whether or not a communication history with the ground unit in the leading non-contact communication device is recorded within a time period that is traveled by the distance between the antennas or within an allowable error range, and the corresponding communication history is If not, it is desirable to determine that the leading non-contact communication device has failed and output failure detection information.
As a result, when communication between the trailing non-contact communication device and the ground unit is detected, it is possible to determine a failure of the leading non-contact communication device and output failure detection information.

  INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a failure detection method and a failure detection apparatus for a non-contact communication device capable of detecting a failure of an in-vehicle non-contact communication device for detecting the position on the vehicle without introducing new equipment. .

The figure which shows the outline of the apparatus structure of the position detection system 1, and a rear side failure diagnosis The block diagram which shows the hardware constitutions of the on-board apparatus mounted in a vehicle in the position detection system 1 Block diagram explaining failure diagnosis function of in-vehicle communication device Flowchart explaining the flow of tail side failure diagnosis The figure which shows the outline of the apparatus structure of a position detection system 1, and a head side failure diagnosis The figure which shows the data structure of the communication history information 7 Flow chart explaining the flow of head side failure diagnosis

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram showing an apparatus configuration of a position detection system 1 to which a failure detection method according to the present invention is applied and an outline of a rear side failure diagnosis. FIG. FIG. 3 is a block diagram for explaining the failure diagnosis function of the in-vehicle communication device, FIG. 4 is a flowchart for explaining the flow of the rear side failure diagnosis, and FIG. 5 is a diagram for showing the outline of the head side failure diagnosis. FIG. 6 is a diagram showing the data structure of the communication history information 7, and FIG. 7 is a flowchart for explaining the flow of head side failure diagnosis.

  As shown in FIG. 1, a position detection system 1 according to the present invention includes tag ground elements 81, 82, 83, 84,... Installed on the ground and an on-board device 50 mounted on the vehicle. Configured. The on-vehicle device 50 includes a non-contact communication device (RFID readers 51 and 53 and an antenna 52, which performs non-contact communication with the tag ground pieces 81, 82, 83, 84,. 54), and non-contact communication devices are installed at the head and tail. The failure detection apparatus according to the present invention is used in the position detection system 1. For example, the on-board device 50 of the vehicle 5 functions as the failure detection device of the present invention.

  The tag ground element 81, 82, 83, 84,... (Hereinafter, described as the tag ground element 8 when it is not necessary to distinguish the individual tag ground elements) includes individual identification information and point information (for example, RFID (Radio Frequency IDentification) tags that hold the kilometer from the starting point, block information as a detection unit, and other information specific to tags used to create position information on the on-board device 50 side are used for weather resistance. It is enclosed in a case and is installed at a plurality of locations along the rail 9. It is desirable that the tag ground element 8 be installed at the center position of the left and right rails 9 in order to be able to be shared in the up / down direction trains. In this case, it is desirable to correspond to the installation positions of the antennas 52 and 54 of the non-contact communication device of the vehicle. For example, it is desirable to install the antennas 52 and 54 at the center of the left and right rails 9 under the vehicle floor. It is desirable that the above-described blocks be provided in a conventional track circuit unit. For example, when a block boundary and a signal display position are defined as a boundary, a section sandwiched between the boundaries is used as a detection unit, and one tag ground element 8 is provided on each of the inner and outer sides of the block boundary.

On-vehicle device 50 is mounted on vehicle 5.
As shown in FIG. 2, the on-board device 50 (failure detection device) includes an on-board control device 61, a leading RFID reader 51 and an antenna 52, a trailing RFID reader 53 and an antenna 54, and a speed generator 65. Further, the on-board device 50 includes a GPS device 63 including a GPS receiver and an antenna, a wireless LAN device (slave device) 64, a vehicle DB (database) 62, and a facility for realizing communication with the ground control device. An external device I / F 67 may be provided. The leading RFID reader 51 and the antenna 52, the trailing RFID reader 53 and the antenna 54, the speed generator 65, the GPS device 63, the wireless LAN device (slave device) 64, the vehicle DB (database) 62, and the external device I / F 67 are The on-vehicle control device 61 is wired. The reason for being wired is to maintain the reliability of communication and ensure safety.

Of the above-described configuration of the on-board device 50, for detecting the on-line position (traveling position) of the vehicle, the leading RFID reader 51 and the antenna 52, the trailing RFID reader 53 and the antenna 54, the speed generator 65, and the onboard vehicle A control device 61 is used.
The position where the vehicle is present is specified by the point information received from the tag ground element 8. Further, by integrating the number of speed pulses measured by the speed generator 65, it is possible to detect the traveling position more precisely based on the traveling distance.

  The on-board control device 61 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and controls each part in the on-board device 50. Specifically, the on-board control device 61 detects the position using the RFID readers 51 and 53 on the front and rear sides, the antennas 52 and 54, and the tag ground element 8, and the traveling speed of the vehicle by the speed generator 65. Or monitor the mileage. The on-vehicle control device 61 of the present invention has a function of detecting a failure of the RFID readers 51 and 53 and the antennas 52 and 54 on the front side or the rear side. This failure diagnosis function will be described later.

  Further, the on-board control device 61 measures the absolute position of the vehicle using the GPS 63, controls the communication between the ground and the vehicle with the ground side control device (not shown) by the wireless LAN 64, the vehicle DB (database) 62, the GPS device. 63, train control (processing such as setting of a brake pattern) using the RFID reader 65 and the speed generator 65 is performed.

  The RFID readers 51 and 53 and the antennas 52 and 54 are non-contact communication devices that perform non-contact communication with the tag ground unit 8 installed on the ground. The RFID readers 51 and 53 and the antennas 52 and 54 receive information transmitted from the tag ground elements 81, 82, 83, and 84 via the antennas 52 and 54, respectively. , 82, 83, 84 read information (point information, solid identification information, etc.).

  The speed generator 65 generates a voltage or a pulse corresponding to the rotational speed of the wheel of the vehicle 55, measures the rotational speed, and outputs the measured speed signal to the on-board controller 61. Using the speed signal or pulse output from the speed generator 65, the on-board controller 61 can measure the travel distance of the vehicle.

The position detection in the position detection system 1 realized by the apparatus configuration as described above is performed by the following method, for example.
<Method 1>
In Method 1, the boundary is determined by the tag ground element 8 and the RFID reader. First, the information on the preset tag ground element 8 installed outside the system boundary is received and the position information is specified by the on-board antenna at the head of the formation. The approach direction is detected by the on-board antenna 52 at the top of the composition based on the information reception order from the tag ground element 8 provided outside and inside the block boundary, and the approach block is determined. Similarly, when detecting the advance from the block, the advance direction is detected based on the information receiving order from the tag ground element 8 provided respectively outside and inside the block boundary by the on-board antenna 54 at the rear of the formation, Confirm the advance block. Alternatively, the advance of the block is detected by detecting the position information of the tail from the track position at the head of the formation and the vehicle length. That is, the advance from the block is detected when the rear position obtained by adding the knitting growth to the knitting start position becomes the position where the closed section and the branch section are advanced.

<Method 2>
In Method 2, position detection is performed using integrated distance information based on the tag ground element 8 and the RFID reader and the speed pulse of the speed generator 65.
First, as in <Method 1>, the information on the preset tag ground element 8 installed outside the system boundary is received by the on-board antenna 52 at the top of the composition, and the position information is specified. Next, when the knitting start position is inward of the position corresponding to the signal display position / branch section, entry into the section is detected. When the tail position obtained by adding knitting growth to the knitting head position is the position where the block section and the branch section are advanced, the advance of the section is detected.

Next, a function of detecting a failure of the in-vehicle non-contact communication device (RFID readers 51 and 53 and antennas 52 and 54) in the position detection system 1 will be described.
The following functions are described in the form of a program that can be executed by the control unit (CPU or the like) of the on-board controller 61, and are realized by being stored in a storage unit such as a ROM. Alternatively, it may be realized in the form of a logic circuit having the following functions and mounted on the on-board controller 61.

  The on-board control device 61 receives communication information with each tag ground element 81, 82, 83, 84 from the RFID readers 51, 53 and the antennas 52, 54 provided at the head and rear of the vehicle 50 while the vehicle is running. Obtain sequentially. The RFID readers 51 and 53 sequentially transmit the information received when communicating with the tag ground unit 8 to the on-board control device 61. However, as long as communication with the tag ground unit 8 is not performed, the on-board control is performed. Nothing is sent to the device 61. Therefore, the RFID readers 51 and 53 are connected to the tag grounds 81, 82, 83, and the like due to an abnormality of one of the non-contact communication devices (the RFID readers 51 and 53 and the antennas 52 and 54) at a point passing through the tag ground 8. If the information 84 is not received, it is overlooked as it is, and the on-board controller 61 cannot recognize that a communication error has occurred.

Therefore, the on-board control device 61 diagnoses whether or not information from the tag ground unit 8 is received by the leading and trailing RFID readers 51 and 53 and the antennas 52 and 54. That is, the on-board controller 61 detects information reception at one of the leading and trailing RFID readers 51 and 53, and specifies the information reception timing at the other RFID reader 51 and 53 based on the detection timing. To do. It is determined whether or not communication with the tag ground element is performed in the other non-contact communication device at the specified time. As shown in FIGS. 1 and 3, when the communication on the head side is detected, the travel distance of the host vehicle (speed pulse of the speed generator 65) is monitored, and the RFID readers 51 and 53 whose travel distance is the head and tail are shown. The distance between the antennas 52 and 54 (hereinafter referred to as the distance between the antennas) is specified as the time of communication on the tail side, and whether the tail side communicates with the tag ground unit 8 at the specified timing is determined. judge.
Further, as shown in FIG. 5, when the rear side communication is detected, it is possible to specify the time of going back the time required to travel the distance between the antennas as the time of the front side communication.

The failure diagnosis of the rear RFID reader 53 will be described with reference to the flowchart of FIG.
As shown in FIG. 1, the on-board controller 61 communicates with the tag ground element 82 by the rear RFID reader 53 after traveling the distance between the antennas after receiving the tag ground element 82 in the leading RFID reader 51. By monitoring whether or not the trailing RFID reader 53 is operating normally, it is determined.

When the first RFID reader 51 receives, for example, information on the tag ground element 82 (step S101), the on-board control device 61 monitors the communication status of the rear RFID reader 53. Further, the on-board controller 61 uses the output signal (speed pulse) from the speed generator 65 to monitor the travel distance from the time when the information is received by the leading RFID reader 51 (step S102).
Then, the on-board control device 61 receives the tag received by the leading RFID reader 51 by the trailing RFID reader 53 when the vehicle 5 travels the distance between the antennas or the allowable error range thereof (step S103; Yes). It is determined whether information corresponding to the information on the ground element 82 (information on the tag ground element 82) has been received (step S104). When the tail-side RFID reader 53 receives the information on the tag ground element 82 (step S104; Yes), it is diagnosed as normal (step S105), and the process ends.

  On the other hand, when the information on the tag ground element 82 is not received by the tail-side RFID reader 53 (step S104; No), it is diagnosed that the tail-side RFID reader 53 is out of order (step S105). The on-board control device 61 executes a process according to the determination result. For example, the on-board control device 61 notifies an error of a non-contact communication device, notifies the ground control device that the rear-side RFID reader 53 has failed using the wireless LAN 63, or train control patterns (brake patterns). Etc.) to the safe side control pattern.

  By performing the communication diagnosis of the tail RFID reader 53 described above, the communication diagnosis of the tail RFID reader 53 can be performed when the communication of the head RFID reader 51 is normally performed. A failure of the reader 53 can be detected. As a result, it is possible to detect a failure with existing facilities and secure the safety of train operation at low cost without providing a new facility for failure diagnosis such as a detection loop.

Also, for example, as shown in FIG. 5, when the information on the tag ground element 8 is received by the trailing RFID reader 53, the communication history of the leading RFID reader 51 is checked, and the leading RFID reader 51 fails. May be diagnosed.
The on-vehicle controller 61 acquires communication information between the leading RFID reader 51 and the tag ground unit 8 and sequentially records communication histories.
FIG. 6 is an example of the communication history information 7 that is sequentially accumulated and recorded in the storage unit of the on-board controller 61. As shown in FIG. 6, the communication history information 7 includes, for example, information (here, tag identification information and point information) received from the tag ground unit 8 by the leading RFID reader 51 or the trailing RFID reader 53. The reception time and the identification information of the RFID reader 51 (for example, the head or tail, etc., which may be the ID of each RFID reader) are stored in association with each other. The reception time may be a time given by each RFID reader when communicating with the ground unit, or may be a time given when the on-board control device 61 acquires communication information from each RFID reader. Although FIG. 6 shows an example in which the communication history on the head side and the tail side are mixed, they may be managed separately.

  In the example of FIG. 6, the information on the tag ground element 81 is received by the leading RFID reader 51 at time “7:30”, and the tag ground element 82 is received by the leading RFID reader 51 at time “7:30:03”. At the time “7:30:10” and the tag ground element 81 is received by the tail RFID reader 53 at the time “7:30:10”, and the tag ground element 82 is received at the tail RFID reader 53 at the time “7:30:13”. The information is received, and such information is recorded as a reception history.

Note that the communication history is not recorded unless the leading RFID reader 51 communicates with the tag ground unit 8.
When the information on the tag ground element 82 is received by the rear RFID reader 53, the on-board controller 61 checks the communication history information 7. Then, it is determined whether or not there is a communication history of the leading RFID reader 51 with the tag ground element 82 at a time point that is back by the time required to travel the distance between the antennas. If there is a corresponding communication history, it is determined that the leading RFID reader 51 is also operating normally.

The flow of failure diagnosis of the leading RFID reader 51 will be described with reference to the flowchart of FIG.
When the on-board controller 61 obtains communication information (received information from the ground unit) from the leading RFID reader 51 or the rear RFID reader 53, the on-board controller 61 obtains the communication time and the identification information of the RFID reader 51 (53) together with the communication information. The communication history is sequentially recorded (step S201, step S202).

When the on-board control device 61 acquires the communication information from the rear RFID reader 53 (step S203), the onboard control device 61 checks the communication history of the head RFID reader 51 (step S204). Then, it is determined whether or not there is a communication history of the corresponding front RFID reader 51 at the time when the distance between the antennas travels from the time when the information is received by the rear RFID reader 53 or the allowable error range is traced back. (Step S205).
The time for traveling the distance between the antennas can be calculated from the speed pulse measured by the speed generator 65 and the distance between the antennas. For example, if the distance between the antennas is divided by the traveling speed value at the time of reception on the rear side, the time during which the vehicle has traveled from the front antenna to the rear antenna (inter-antenna traveling time) can be calculated. The on-board control device 61 checks the communication history at the time that is traced back from the time of information reception on the tail side or the time within the allowable error range for the calculated traveling time between antennas.

If there is a communication history with the corresponding ground element of the leading RFID reader 51 within the allowable error range of the time when the inter-antenna traveling time is traced from the time of receiving on the rear side (step S205; Yes), it is diagnosed as normal (step S206), the process is terminated.
On the other hand, if there is no communication history with the corresponding ground element of the leading RFID reader 51 within the allowable error range before and after the time when the traveling time between the antennas is traced from the time of receiving on the trailing side (step S205; No), the leading It is diagnosed that the side RFID reader 51 is out of order (step S105). The on-board control device 61 executes a process according to the determination result. For example, the on-board controller 61 uses the wireless LAN 63 to notify the ground controller that the rear RFID reader 53 has failed, or switches the train control pattern to the safe control pattern.

  As described above, when the communication of the trailing RFID reader 53 is normally performed, the communication diagnosis 7 of the leading RFID reader 51 can be performed by checking the communication history 7 of the leading RFID reader 51. The failure of the leading RFID reader 51 can be detected. As a result, it is possible to detect a failure with existing facilities and secure the safety of train operation at low cost without providing a new facility for failure diagnosis such as a detection loop.

  The on-board control device 61 preferably performs the communication diagnosis of the rear RFID reader 53 (FIG. 4) and the communication diagnosis of the front RFID reader 51 (FIG. 7), but only one of them is executed. It is good.

  The preferred embodiments of the failure detection method and the like according to the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to such examples. It will be apparent to those skilled in the art that various changes or modifications can be conceived within the scope of the technical idea disclosed in the present application, and these naturally belong to the technical scope of the present invention. Understood.

DESCRIPTION OF SYMBOLS 1 ... Position detection system 5 ... Train 50 ... On-board device 51 ... Lead-side RFID reader 52 ... Lead-side antenna 53 ... Rear side RFID reader 54... Rear side antenna 55... Wheel 61 .. On-board control device 62... Vehicle database 63. ..Wireless LAN device 65... Speed generator 7... Communication history information 81, 82, 83, 84, 8.

Claims (6)

A position detection system that detects the traveling position of a vehicle on the vehicle by performing non-contact communication between a non-contact communication device mounted at the front and rear of the vehicle and a ground unit installed on the ground and holding point information. A failure detection method for the non-contact communication device in
A communication detection step of detecting communication between the non-contact communication device at one of the front and rear of the vehicle and the ground unit;
Based on the time of communication detection in the communication detection step, when the vehicle travels the distance between the antennas of the front and rear non-contact communication devices, or the time required to travel the distance between the antennas goes back from the reference. A confirmation step for confirming the communication status of the other non-contact communication device when
A failure determination step of determining whether or not the other non-contact communication device is in failure based on the communication status of the other non-contact communication device confirmed in the confirmation step;
A failure detection method for non-contact communication equipment, comprising: In the communication detection step, when communication between the top non-contact communication device and the ground unit is detected,
In the confirmation step, starting monitoring of the communication status with the ground unit in the trailing non-contact communication device from the reference time, and monitoring of the travel distance of the vehicle,
In the failure determination step,
At the time when the mileage is within the distance between the antennas or its allowable error range, it is determined whether or not communication with the ground unit has been performed by the rear non-contact communication device. 2. The contactless device according to claim 1, wherein when the communication with the ground unit is not performed in the contact communication device, it is determined that the rear contactless communication device is in failure, and failure detection information is output. Failure detection method for communication equipment. In the communication detection step, further comprising a communication history recording step of recording a communication history when detecting communication between the non-contact communication device on either the front or rear of the vehicle and the ground unit,
In the communication detection step, when communication between the rear non-contact communication device and the ground unit is detected,
In the confirmation step, check the communication history of the first contactless communication device,
Whether the communication history with the ground unit in the leading non-contact communication device is recorded in the failure determination step, at a time that the vehicle travels the distance between the antennas, or within an allowable error range thereof 2. If there is no corresponding communication history, it is determined that the leading non-contact communication device has failed, and failure detection information is output. Detection method. A position detection system that detects the traveling position of a vehicle on the vehicle by performing non-contact communication between a non-contact communication device mounted at the front and rear of the vehicle and a ground unit installed on the ground and holding point information. In the non-contact communication equipment failure detection device in
Mileage detection means for detecting the mileage of the vehicle;
Communication detection means for detecting communication between the non-contact communication device at the head and the rear of the vehicle and the ground unit;
Based on the time when the communication is detected by the communication detection means, the vehicle travels from the reference when the vehicle travels the distance between the antennas of the front and rear non-contact communication devices, or the time required to travel the distance between the antennas. Confirmation means for confirming the communication status of the other non-contact communication device at the time,
Failure determination means for determining whether or not the other non-contact communication device is in failure based on the communication status of the other non-contact communication device confirmed by the confirmation means;
A failure detection apparatus for non-contact communication equipment, comprising: When the communication detection means detects communication between the head non-contact communication device and the ground unit,
The confirmation unit starts monitoring the communication status with the ground unit in the trailing non-contact communication device from the reference time, and starts monitoring the travel distance of the vehicle measured by the travel distance detection unit,
The failure determination means includes
At the time when the mileage is within the distance between the antennas or its allowable error range, it is determined whether or not communication with the ground unit has been performed by the rear non-contact communication device. 5. The contactless device according to claim 4, wherein, when the communication with the ground unit is not performed in the contact communication device, it is determined that the rear contactless communication device is in failure and the failure detection information is output. Failure detection device for communication equipment. A communication history recording unit that records a communication history when the communication detection unit detects communication between the non-contact communication device of either the head or the rear of the vehicle and the ground unit;
When the communication detection unit detects communication between the non-contact communication device at the rear and the ground unit,
The confirmation means checks the communication history of the leading non-contact communication device,
Whether or not the failure determination means records the communication history with the ground unit in the leading non-contact communication device within a time or a permissible error range in which the vehicle travels the distance between the antennas. The failure of the non-contact communication device according to claim 4, wherein if there is no corresponding communication history, it is determined that the leading non-contact communication device has failed, and failure detection information is output. Detection device.

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