Abstract: A train-information managing apparatus receives a series of control information attached to serial numbers, which are transmitted from a central apparatus, in order of the transmission and carries out control in the order, and even when the central apparatus is changed or the serial numbers are reset, prevents a blank period of control from occurring. Therefore, when a reception serial number n included in received data is a preferential serial number (n?M) and an old number nprev, which is a serial number included in data received and stored last time, is a cyclic serial number (nprev?M+1), the train-information managing apparatus stores the received data.

Abstract: A train information managing apparatus according to the present invention includes: a terminal apparatus that communicates with a train-mounted device; and a central apparatus that communicates with the terminal apparatus and the train-mounted device. In at least one of the terminal apparatus and the central apparatus, a processing system that includes a signal processing unit is duplicated, the signal processing unit generating a command signal for the train-mounted device and receiving a response signal made in response to the command signal, and at least one of the signal processing units that receive a response signal from the train-mounted device transmits, to another of the signal processing units, information indicating receipt of the response signal so as to be used to determine a failure in one of the processing systems.

Abstract: A train information management apparatus includes a first system central device that generates first train control information for a car-mounted device in every predetermined period and a second system central device that generates second train control information starting from the time at which the time obtained by multiplying the predetermined period with 1/2 has elapsed from the time point when the first train control information is transmitted. The first system central device generates a first packet every time the first train control information is generated and alternately transmits a first packet to a first system trunk transmission line and a second system trunk transmission line. The second system central device generates and transmits a second packet almost in the same manner except that the second packet is transmitted to a trunk transmission line on the opposite side of the trunk transmission line to which the first packet was transmitted.

Abstract: A communication device operating as a hub in a train network system that includes a plurality of hubs installed in train vehicles, each of the plurality of hubs belonging to both a trunk network in which a signal transmission range is not limited and a branch network in which a signal transmission range is limited, and adding, to a signal to be transmitted to a hub belonging to the same branch network as it does, network type information indicating whether the signal is a trunk network signal or a branch network signal. The communication device transmitting branch network information including at least identification information on a branch network to which it belongs at a predetermined timing, and based on branch network information received from an adjacent communication device, determining whether or not to add the network type information to a signal to be transmitted to the adjacent communication device.

Abstract: After latest door opening-side information is received from an operational management server on a ground after a train starts an operation, train-information managing apparatuses output the door opening-side information to display control apparatuses as guidance data, the display control apparatuses create video data indicating an opening side of doors for all stops at least between a next stop and a terminal station of the train using the door opening-side information, and displays perform display using the video data.

Abstract: The train-information management device includes a position detection unit; a regenerating-condition detection unit that detects a regenerative-brake usage condition; a train-line-information holding unit that holds therein information on a section in which a train is more likely to use a brake; a residual-air-amount calculation unit that calculates the amount of residual air in an air tank; and a compressor control unit that controls a compressor. In a regeneration-preparation condition, if a train is running through a position where the distance between the position and a section in which a train is more likely to use a brake is equal to or less than a given value, if the train does not use a regenerative brake, and if the amount of residual air reaches 0%, the compressor control unit causes a compressor to start generating compressed air.

Abstract: The present invention includes a position detection unit; a regenerating-condition detection unit; a train-line information holding unit that holds therein information on a section in which a train is more likely to use a brake; an air-conditioning set-value holding unit that holds therein a temperature set value of an air conditioner; and a target-temperature control unit that decides a target temperature. In a regeneration-preparation condition in which a train is running through a position at which the distance between the position and a section in which a train is more likely to use a brake is equal to or less than a given value and in which the train does not use a regenerative brake, the target-temperature control unit decides a value, generated by adding a predetermined value to the temperature set value, as the target temperature.

Abstract: A communication apparatus that forms, in a train in which fixed formations are coupled, a backbone network relaying signals between branch networks formed in the fixed formations with another communication apparatus that is made redundant, includes: a VRRP functional unit that, when operating as a master, periodically transmits an alive monitoring frame to another communication apparatus operating as a backup via the branch network, and, when operating as a backup, receives an alive monitoring frame transmitted from another communication apparatus operating as a master via the branch network; a port-malfunction detection unit detecting malfunction of the port to which the branch network is connected; and an alive determination unit that, when operating as a backup, detects whether another communication apparatus operating as a master has malfunctioned based on an alive-monitoring-frame reception result from the VRRP functional unit and a malfunction detection result from the port-malfunction detection unit.

Abstract: A second-system terminal device installed in one vehicle is connected to a first-system backbone transmission line and a second-system backbone transmission line, and when having received a status information packet B from a first-system terminal device installed in another vehicle from the first-system backbone transmission line or the second-system backbone transmission line, the second-system terminal device installed in the one vehicle transfers a control packet A to the second-system terminal device adjacent to a side farther from a central device than the second-system terminal device that has received the status information packet B, by using the backbone transmission line from which the status information packet B has been received.

Abstract: The present invention includes a position detection unit; a regenerating-condition detection unit; a train-line information holding unit that holds therein information on a section in which a train is more likely to use a brake; an air-conditioning set-value holding unit that holds therein a temperature set value of an air conditioner; and a target-temperature control unit that decides a target temperature. In a regeneration-preparation condition in which a train is running through a position at which the distance between the position and a section in which a train is more likely to use a brake is equal to or less than a given value and in which the train does not use a regenerative brake, the target-temperature control unit decides a value, generated by adding a predetermined value to the temperature set value, as the target temperature.

Abstract: The train-information management device includes a position detection unit; a regenerating-condition detection unit that detects a regenerative-brake usage condition; a train-line-information holding unit that holds therein information on a section in which a train is more likely to use a brake; a residual-air-amount calculation unit that calculates the amount of residual air in an air tank; and a compressor control unit that controls a compressor. In a regeneration-preparation condition, if a train is running through a position where the distance between the position and a section in which a train is more likely to use a brake is equal to or less than a given value, if the train does not use a regenerative brake, and if the amount of residual air reaches 0%, the compressor control unit causes a compressor to start generating compressed air.

Abstract: A train-information managing apparatus receives a series of control information attached to serial numbers, which are transmitted from a central apparatus, in order of the transmission and carries out control in the order, and even when the central apparatus is changed or the serial numbers are reset, prevents a blank period of control from occurring. Therefore, when a reception serial number n included in received data is a preferential serial number (n?M) and an old number nprev, which is a serial number included in data received and stored last time, is a cyclic serial number (nprev?M+1), the train-information managing apparatus stores the received data.

Abstract: After latest door opening-side information is received from an operational management server on a ground after a train starts an operation, train-information managing apparatuses output the door opening-side information to display control apparatuses as guidance data, the display control apparatuses create video data indicating an opening side of doors for all stops at least between a next stop and a terminal station of the train using the door opening-side information, and displays perform display using the video data.

Abstract: Train information managing apparatuses each include a plurality of pieces of control software of versions different from each other. The train information managing apparatus mounted on a head car compares version information of software for devices collected concerning all devices in a formation and version correspondence information included in each of the plurality of pieces of control software, discriminates control software including version correspondence information consistent with the version information of the software for devices concerning all the devices in the formation, when the discriminated control software is different from already-started control software, selects and starts the discriminated control software, and transmits a switching command for switching from the already-started control software to the discriminated control software to a train information managing apparatus mounted on another car.

Abstract: A train information management apparatus includes a first system central device that generates first train control information for a car-mounted device in every predetermined period and a second system central device that generates second train control information starting from the time at which the time obtained by multiplying the predetermined period with 1/2 has elapsed from the time point when the first train control information is transmitted. The first system central device generates a first packet every time the first train control information is generated and alternately transmits a first packet to a first system trunk transmission line and a second system trunk transmission line. The second system central device generates and transmits a second packet almost in the same manner except that the second packet is transmitted to a trunk transmission line on the opposite side of the trunk transmission line to which the first packet was transmitted.

Abstract: 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.

Abstract: A railway-train communication apparatus transmits a first transmission signal flowing through an inter-car network between cars of a railway train and a second transmission signal flowing through an in-car network in each of the cars. A node device includes a first signal converter and a second signal converter that perform a signal conversion between the first transmission signal and the second transmission signal and a layer 2 switch arranged between the first signal converter and the second signal converter for connecting the first signal converter and the second signal converter. A first controller is connected to the layer 2 switch.

Abstract: Relay devices 1 and vehicle monitoring control devices 2 include communication cycle management sections 111 and 211 for managing communication cycles in accordance with cycle information that divides the communication cycle to communication enabled periods which include a period of enabling only communication of a message to be communicated periodically and correspond to a communication period of a message; and carry out communication in the communication cycles managed by the communication cycle management sections 111 and 211.

Abstract: A train car-to-car communication device includes: a terminal; an intra-composition transmission line connected to the terminal within the same composition for transmitting information; a composition-to-composition communication relay unit connected to the intra-composition transmission line for receiving first information from the terminal within the composition and transmitting the first information to an adjacent composition, and receiving second information from the adjacent composition and transmitting the second information to the terminal within the composition of interest; and a composition-to-composition transmission line for connecting the composition-to-composition communication relay units of the adjacent compositions and transmitting the information, and the composition-to-composition communication relay unit determines a difference between composition directions of the composition as a transmission source of the received information and the composition to which the composition-to-composition comm

Abstract: Relay devices 1 and vehicle monitoring control devices 2 include communication cycle management sections 111 and 211 for managing communication cycles in accordance with cycle information that divides the communication cycle to communication enabled periods which include a period of enabling only communication of a message to be communicated periodically and correspond to a communication period of a message; and carry out communication in the communication cycles managed by the communication cycle management sections 111 and 211.