JP3730080B2 - Vehicle information device for electric vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle information apparatus for transmitting various information between vehicles in an electric vehicle in which a plurality of vehicles including a vehicle having a driver's cab are connected.
[0002]
[Prior art]
FIG. 4 shows a conventional electric vehicle in which a plurality of vehicles are connected. The electric vehicle shown in FIG. 4 is a train in which four vehicles 100, 200, 300, 400 are connected, and signal lines 121, 221, 321, 421 and 122, 222, 322, 422 are arranged through the vehicles. ing. Between the vehicles, each signal line is connected via the crossover lines 123, 233, 343 to 124, 234, 344. In both leading vehicles 100 and 400, vehicle information central devices 101 and 401, terminal devices 119 and 419, driver's seat screen devices 103 and 403, and driver's seat master controllers (master controllers) 104 and 404 are connected to signal lines 121 in each vehicle. , 421. In the leading vehicles 100 and 400, the signal ends of the brake controllers 105 and 405 are connected to the signal lines 122 and 422 and the terminal devices 119 and 419, and the signal ends of the ATS (automatic train stop device) 108 and 408 are vehicle information. The signal terminals of the air conditioners 109 and 409, the sound devices 110 and 410, and the door controllers 111 and 411 are connected to the terminal devices 119 and 419, respectively.
[0003]
In the intermediate vehicles 200 and 300, terminal devices 219 and 319 are connected to the signal lines 221 and 321, respectively. The signals of the brake controllers 205 and 305 are connected to the signal lines 222 and 322 and the terminal devices 219 and 319, and the signal terminals of the air conditioners 209 and 309 and the door controllers 211 and 311 are connected to the terminal devices 219 and 319, respectively. Yes. In the illustrated example, the vehicle 200 is a power supply vehicle, the signal end of the auxiliary power supply device 207 is connected to the terminal device 219, the vehicle 300 is a drive vehicle, and an inverter device 306 that controls the drive of a main motor (not shown). The signal end is connected to the terminal device 319.
[0004]
Between each of the vehicle information central devices 101 and 401 and each of the terminal devices 119, 219, 319, and 419, a main transmission line that forms an optical transmission line, a loop type, a bus type, or the like through the entire vehicle is a signal line. 121, 221, 321, 421 and signal lines 122, 222, 322, 422.
[0005]
Various commands from the driver's cab of the leading vehicle (vehicles 100 and 400) are transmitted from each terminal device to each in-vehicle device via a lead wire connected to each device of each vehicle. Conversely, information from each in-vehicle device is transmitted through each terminal device to the vehicle information central devices 101 and 401 of the driver's cab along the reverse route.
[0006]
[Problems to be solved by the invention]
The conventional vehicle information apparatus as shown in FIG. 4 has the following problems.
[0007]
In order to transmit a notch operation command from the cab mascons 104 and 404 to the driving vehicle (vehicle 300 in the case of illustration), when a lead-out line is used as a signal line, 20 DC100V lines that reach about 20 m per vehicle The above signal lines must be wired over one component. When driving commands are entered in the transmission system of the vehicle information central devices 101 and 401, there are many devices interposed from the input end to the output end, and it takes a considerable time to reach the actual drive control unit and brake control unit. . If the signals such as the brake pattern and feedback between the drive control and the brake control are each directly transmitted as an electrical signal, the wiring will be increased by that amount, but if you put it in the transmission data system of the vehicle information central device, be sure to It returns to the central device via the terminal device, via the trunk line transmission, and is transmitted again from the terminal device to the brake controller via the trunk line transmission. Cannot be controlled.
[0008]
This is a problem that occurs not only between command and drive control, between brake control and drive control, but also in signal transmission between devices. When information is transmitted in real time between the motor drive inverters of each vehicle and between the brake controls of each vehicle, it is possible to control the entire train organization, not each device. At this time, it is meaningless if the previous data has passed for many cycles. As described above, conventionally, even if the control in each device is speeded up, there has been a problem of information transmission delay time in the control between devices.
[0009]
On the other hand, the space of electric vehicles is limited. In order to increase the space in the guest room, it is necessary to reduce the size of equipment and the wiring space. However, contrary to this, in-vehicle devices have increased in recent years, and the amount of vehicle information data tends to increase. For this reason, it is necessary to reduce the size of the device so that the space for installing the terminal device does not press on the cabin space, and to handle a large amount of data at high speed. Moreover, since the electric wire for vehicles which requires intensity | strength is used as wiring in a vehicle, the mass of an electric wire is heavy, and a certain space is also needed for wiring. Therefore, there is a demand to reduce wiring as much as possible and to reduce wiring in the vehicle.
[0010]
In addition, a system that transmits vehicle status and failure information from the vehicle to the ground equipment has also been proposed, but it is a method of editing all the information after it is centralized on the central controller on the vehicle. Information transmission becomes impossible when the control device is abnormal or when the vehicle trunk line is abnormal. This situation is the same in the case of collecting to various testers and information readers on the vehicle, as well as when transmitting information to the ground equipment.
[0011]
Accordingly, it is an object of the present invention to achieve more real-time control by minimizing the delay in information transmission time and to perform a control function across vehicles for improving vehicle performance.
[0012]
A further object of the present invention is to achieve an improvement in vehicle performance by increasing the cabin space and reducing the weight of the vehicle by reducing the size of the vehicle information device and reducing the wiring.
[0013]
A further object of the present invention is to increase the number of information transmission paths to the ground equipment so that necessary equipment information can be easily transmitted to the ground equipment regardless of the failure state of other equipment.
[0014]
[Means for Solving the Problems]
In order to achieve the above object, according to a first aspect of the present invention, there is provided a vehicle information apparatus for an electric vehicle having a vehicle device mounted on each of a plurality of connected vehicles. And providing a LAN trunk line by connecting the hubs of the vehicles, forming a LAN branch line by connecting the hubs of the vehicles and the vehicle devices, and transmitting / receiving between the vehicle devices of the vehicles. And via a LAN branch line.
[0015]
The invention according to claim 2 is a cab mascon for driving the vehicle equipment;
A vehicle information central device for exchanging information with the vehicle equipment and with ground equipment;
The cab mascon is connected to one of the hubs of the plurality of vehicles, and a signal from the cab mascon passes through the LAN trunk line and the LAN branch line, and also passes through the vehicle information central device. And output to the vehicle equipment of each vehicle.
[0016]
According to a third aspect of the present invention, in the first or second aspect of the present invention, the vehicle device includes at least a brake controller.
[0017]
According to a fourth aspect of the present invention, in the first or second aspect of the present invention, the vehicle device includes at least an inverter device that drives and controls a main motor.
[0018]
According to a fifth aspect of the present invention, in the first or second aspect of the present invention, the vehicle device includes at least an auxiliary power supply device.
[0019]
The invention according to claim 6 is the invention according to claim 1 or 2, characterized in that the vehicle equipment includes at least an air conditioner.
[0020]
The invention according to claim 7 is the invention according to claim 1 or 2, characterized in that the vehicle equipment includes at least an automatic train stop device.
[0021]
The invention according to claim 8 is the invention according to claim 1 or 2, characterized in that the vehicle equipment includes at least an audio device.
[0022]
The invention according to claim 9 is the invention according to any one of claims 1 to 8, wherein the hub is constituted by a hub with a wireless adapter, and the LAN branch line includes those utilizing a wireless communication system. It is characterized by that.
[0023]
According to a tenth aspect of the present invention, in the ninth aspect of the invention, the vehicle device includes a transmission / reception controller that performs a conversion from a wired signal to a wireless signal and a conversion from the wireless signal to the wired signal. The wireless communication apparatus includes a wireless communication apparatus that can perform wireless signal transmission.
[0025]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0026]
<Embodiment 1>
Also in this embodiment, as in the case of FIG. 4, a train in which four vehicles 100, 200, 300, 400 are connected as an example is targeted. Here, the vehicle information central device 101 is connected to both leading vehicles 100, 200. 401, each vehicle is provided with a hub (HUB), for example, an Ethernet hub 102, 202, 302, 402, and a LAN (local area network), for example, Ethernet transmission between them. They are connected via trunk lines 113, 213, 313, and 413. These transmission trunk lines are connected between the vehicles via crossover lines 123, 233, and 343. In both the leading vehicles 100 and 400, the brake controllers 105 and 405 in addition to the driver's seat screen devices 103 and 403 and the cab mascons 104 and 404 are respectively connected to the hubs 102 and 402 via transmission branch lines 112 and 412 made of Ethernet. , ATSs 108 and 408, air conditioners 109 and 409, audio devices 110 and 410, and door controllers 111 and 411 are connected to signal terminals. Signal terminals of a brake controller 205, an auxiliary power supply device 207, an air conditioner 209, and a door controller 211 are connected to the hub 202 of the intermediate vehicle 200 via transmission branch lines 212, respectively. Similarly, signal terminals of the brake controller 305, the inverter device 306, the air conditioner 309, and the door controller 311 are connected to the hub 302 of the intermediate vehicle 300 via transmission branch lines 312. In addition, although it is not a permanent device, auxiliary devices that are arbitrarily connected at any time, such as a tester or a failure reader, can be connected to the hub of each vehicle. In the illustrated example, auxiliary devices 315 and 415 are connected to the hubs 302 and 402 of the vehicles 300 and 400. As described above, the entire organization of vehicles is aggregated into one network, a unique address is assigned to each device of each vehicle, and signal transmission from the transmission source to the transmission destination is performed based on the destination address. , 202, 302, and 402, sort the data according to the destination address and transmit the transmitted signal to the next.
[0027]
In the system of FIG. 1, when the driver's cab mascon 104 (or 404) is operated, driving command information by the notch passes from the hub 102 (or 402) of the leading vehicle via the vehicle information central device 101 (or 401). Rather, it is broadcast to the signal terminals of the brake controllers 105, 205, 305, 405 and the inverter device 306 of each vehicle via the transmission trunk lines 113, 213, 313, 413. By transmitting information to the brake controllers 105, 205, 305, and 405 of each vehicle via the hubs 102, 202, 302, and 402 of each vehicle without passing through the vehicle information central devices 101 and 401, It is possible to control in real time the braking force of the entire vehicle, the current braking force of each vehicle, the braking force in consideration of the unusable device due to failure, and the like. In addition, not only the inverter device 306 and only one auxiliary power supply device 207 are provided in the knitting, but also a plurality of inverter devices and auxiliary power supply devices are provided between the devices in the knitting. Coordinated control can be performed. The status of each device is directly displayed on the driver's seat screen devices 103 and 403 via the hubs 102, 202, 302, and 402. The vehicle information central devices 101 and 401 are used when more complicated calculation processing is required than transmission processing. Auxiliary devices 315 and 415 such as a tester and a failure reader can be connected to any hub, and can take in information from any device connected in the network in the vehicle and perform a test. .
[0028]
By using a LAN such as Ethernet for transmission of vehicle information of an electric vehicle, speeding up of vehicle information transmission can be achieved. In that case, the terminal device of each vehicle used conventionally is omitted, and the input / output function like the conventional terminal device, by directly connecting each vehicle device using a hub at the branch point of the trunk line and the branch line, It is not a control device that combines transmission functions, control functions, etc., but only a hub function that sends the transmission signal in the direction of the destination added to the transmission signal. Save time for saving and converting. Thus, a reduction in information transmission time can be achieved. In addition, since the hub function allows only necessary information to be transmitted and received by connecting only necessary information when necessary, transmission efficiency is improved.
[0029]
Since transmission of the entire vehicle corresponds to the same network, a transmission form in which an address is designated from which device to which device can be taken. Rather than returning to the central controller as in the prior art, control can be performed directly between necessary devices. Further, the common information can be transmitted to all devices in the same network at the same time. In other words, simultaneous broadcast communication is possible. Even if any controller in the network fails or power is cut off, it does not affect the entire network, so that transmission can be continued between normal devices.
[0030]
As described above, transmission delay is reduced, and real-time control of the entire formation of the vehicle is enabled. Since real-time information transmission of the entire train is possible, it becomes possible to perform control in cooperation with devices straddling vehicles that could not be performed in the past, and control performance can be improved. For example, the notch commands of the cab mascons 104 and 404 are directly taken into the network and transferred to the brake devices and drive devices of all the vehicles, so that there is no need to worry about errors due to data processing of control devices intervening on the way, and it is sent directly. This makes it possible to perform control without a time difference by shortening the time. It can also be used for control between devices such as control between brakes, control between brake control and drive unit. Further, by replacing the conventional terminal device with a hub, it is possible to achieve a reduction in size, weight and space saving of the device. This is useful for taking a large room.
[0031]
Furthermore, according to the present embodiment, it is possible to transmit signals using only a general-purpose Ethernet hub and transmission port without requiring a transmission port dedicated to the monitor terminal on each device side. Since the transmission port with this general-purpose Ethernet hub is an interface and protocol that are also used in commercially available personal computers, the number of devices that can be connected increases. If a tester, a fault reader, etc. are composed of devices having the same specification interface, they can be freely connected to the hub and can communicate with the entire network, that is, the devices of the entire organization.
[0032]
Thus, the driver's seat screen devices 103 and 403 of the leading vehicles 100 and 400 can directly display the operating state and failure record of each device for the entire train organization, and the functions for the driver and the conductor. In addition, it can be used as a monitor screen that also has functions for maintenance personnel and inspectors, tests for manufacturers, maintenance, and other functions.
[0033]
<Embodiment 2>
2 and 3 show the second embodiment. Here, the hubs 102, 202, 302, and 402 of each vehicle in the first embodiment are replaced with Ethernet hubs 120, 220, 320, and 420 with wireless adapters. The functional configuration of these Ethernet hubs with wireless adapters is as shown in the block diagram of FIG. 3, and the details will be described later. In FIG. 2, the leading vehicle 100 is equipped with a wireless transmission device 116 connected to the vehicle information central device 101, and wireless communication with the ground system 500 is possible. In the figure, a wireless transmission path is indicated by a dotted line. By using the Ethernet hubs 120, 220, 320, and 420, a part of the transmission branch lines forming the LAN is omitted. For example, the hubs 120, 220, 320, and 420, the brake controllers 105, 205, 305, and 405 and the air conditioner are omitted. Signal transmission between the devices 109, 209, 309, and 409 is performed wirelessly through electromagnetic waves such as light typified by infrared rays and radio waves. Similarly, signal transmission between the auxiliary power supply device 207 and the hub 220 and between the inverter device 306 and the hub 320 is also performed wirelessly. In addition, it is shown that wireless signal transmission is possible between the ground system 500 and any on-board equipment such as the brake controller 105 and the auxiliary power supply device 207. A transmission / reception controller that converts a wired signal into a wireless signal or a wireless signal into a wired signal according to the transmission direction of the signal is provided at the hub and the signal end of each device as a transmission / reception end related to wireless signal transmission. Provided.
[0034]
As shown in FIG. 3, the Ethernet hub 20 with a wireless adapter (generic name for the hubs 120, 220, 320, and 420) has a wireless adapter 22 and a wireless adapter 22 in addition to the original hub function 21 that sorts data according to destination addresses. 23. The hub function 21 includes trunk-line transmission Ethernet terminals 26 and 27 that perform wired signal transmission with the Ethernet hubs 24 and 25 of both adjacent vehicles, and the in-vehicle devices 28 and 29 of the first and second signal destinations A1 and A2. Branch line Ethernet terminals 30 and 31 for performing wired signal transmission between them. The wireless adapter 22 is connected to the in-vehicle device 32 of the third signal destination B1. The editing function unit 22a performs data type classification / wireless editing of the branch line destination B1, and signal conversion performs conversion of a wired signal / wireless signal. Part 22b. The wireless adapter 23 is connected to the ground equipment 33 of the fourth signal destination B2, and an editing function unit 23a that performs data type classification and wireless editing of the branch line destination B2, and signal conversion that performs conversion of a wired signal / wireless signal. Part 23b.
[0035]
As described above, by adopting a wireless transmission system for at least a part of the wired wiring, it goes without saying that physical wiring is reduced, as well as reducing the number of connectors on each device side, reducing the size and weight of in-vehicle devices, and installing them. It is possible to reduce the weight of the entire vehicle by reducing space and electric wires. Further, it is possible to achieve cost reduction by reducing the man-hours required for vehicle mounting wiring and equipment installation.
[0036]
Auxiliary devices 315 and 415 (see FIG. 1) such as a tester and a fault reader that are temporarily connected as needed can be wirelessly connected as needed. In addition, direct communication from the Ethernet hub 20 with a wireless adapter or the equipment to the ground facility 33 is also possible. Here, it is necessary to take into consideration that the use of radio may limit the transmission speed and the transmission amount. In the case of wireless, it is easy to be affected by electromagnetic noise, so it is necessary to take into consideration the limitation of the transmission / reception range and distance, the environment, and the like. Therefore, it is preferable to selectively apply a device suitable for the wireless communication method and a device suitable for the wired communication method, instead of using all the wireless communication methods.
[0037]
When the Ethernet hub 20 with a wireless adapter is used in a vehicle, the ground equipment 33 or the ground system 500 side is also provided with a function of transmitting and receiving wireless signals, so that transmission / reception between the vehicle or train and the ground equipment can be performed with a high degree of freedom. Can be implemented. As a result, information in the vehicle can be exchanged with the ground equipment without connecting the reader to the vehicle side manually. Conventionally, wireless transmission / reception in a vehicle has been concentrated in one place in the vehicle, but it becomes unusable due to an abnormality in trunk line transmission, an abnormality in the central controller, or an abnormality in only one wireless device. There was a case. However, according to the present embodiment, by using a wireless device at a normal location, communication between the ground and the vehicle can be performed while avoiding the abnormal location, and information of only a specific device can be sucked up by the hub function. Become.
[0038]
【The invention's effect】
According to the present invention, it is possible to realize a real-time control and a control function across vehicles for improving vehicle performance by reducing the information transmission time delay.
[0039]
Furthermore, according to the present invention, it is possible to achieve downsizing and wiring reduction of the equipment of the vehicle information device, and to improve the vehicle performance by expanding the cabin space and reducing the vehicle weight.
[0040]
Furthermore, according to the present invention, by increasing the number of information transmission paths with the ground equipment, it is possible to easily transmit necessary equipment information to the ground equipment regardless of the failure state of other equipment. In addition, by using an open general-purpose interface for trunk line transmission and branch line transmission, it becomes easy to connect a commercially available device such as a personal computer. The central control device for vehicle information reduces processing of data input / output, transmission, and the like, and can engage in complicated calculations and advanced information processing.
[0041]
By increasing the number of information transmission paths with the ground equipment, it is possible to easily transmit necessary equipment information to the ground equipment regardless of the failure state of other equipment. In addition, by using a general-purpose interface for trunk line transmission and branch line transmission, it becomes easy to connect a commercially available device such as a personal computer. The central control device for vehicle information reduces the burden required for processing such as data input / output and transmission, and can engage in more complex calculations and advanced information processing.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an embodiment of a vehicle information device to which an Ethernet LAN of the present invention is applied.
FIG. 2 is a block diagram showing an embodiment of a vehicle information device partially using a wireless LAN.
3 is a functional block diagram for explaining detailed functions of a hub with a wireless adapter in FIG. 2; FIG.
FIG. 4 is a block diagram showing a configuration example of a conventional vehicle information device.
[Explanation of symbols]
100, 200, 300, 400 Vehicle 101, 401 Vehicle information central device 102, 202, 302, 402 Ethernet hub 103, 403 Driver's seat screen device 104, 404 Driver's cab mascon 105, 205, 305, 405 Brake controller 306 VVVF inverter Device 207 Auxiliary power supply device 108,408 Automatic train stop device (ATS)
109, 209, 309, 409 Air conditioner 110, 410 Audio device 111, 211, 311, 411 Door controller 112, 212, 312, 412 Ethernet transmission branch line 113, 213, 313, 413 Ethernet transmission trunk line 123, 233, 343 Lines 315, 415 Auxiliary equipment 116 Wireless transmission device 500 Ground system 510 Wireless transmission path 120, 220, 320, 420: 20 Ethernet hub with wireless adapter 21 Hub function 22, 23 Wireless adapter

Claims (10)

In a vehicle information device for an electric vehicle having vehicle equipment mounted on each of a plurality of connected vehicles,
A hub is provided for each of the plurality of connected vehicles, and the hub of each vehicle is connected to form a LAN trunk line, and the hub of each vehicle is connected to the vehicle equipment to form a LAN branch line. Transmission and reception between vehicle devices of the vehicle are performed via the LAN trunk line and the LAN branch line.
A vehicle information device for an electric vehicle. A cab mascon for driving the vehicle equipment;
A vehicle information central device for exchanging information with the vehicle equipment and with ground equipment;
With
The cab mascon is connected to one of the hubs of the plurality of vehicles, and a signal from the cab mascon passes through the LAN trunk line and LAN branch line, and the vehicle of each vehicle without passing through the vehicle information central device. Output to the device,
The vehicle information device for an electric vehicle according to claim 1. The vehicle device includes at least a brake controller,
The vehicle information device for an electric vehicle according to claim 1 or 2, wherein the vehicle information device is an electric vehicle. The vehicle equipment includes an inverter device that drives and controls at least a main motor.
The vehicle information device for an electric vehicle according to claim 1 or 2, wherein the vehicle information device is an electric vehicle. The vehicle device includes at least an auxiliary power device,
The vehicle information device for an electric vehicle according to claim 1 or 2, wherein the vehicle information device is an electric vehicle. The vehicle equipment includes at least an air conditioner,
The vehicle information device for an electric vehicle according to claim 1 or 2, wherein the vehicle information device is an electric vehicle. The vehicle equipment includes at least an automatic train stop device,
The vehicle information device for an electric vehicle according to claim 1 or 2, wherein the vehicle information device is an electric vehicle. The vehicle device includes at least an audio device,
The vehicle information device for an electric vehicle according to claim 1 or 2, wherein the vehicle information device is an electric vehicle. The hub is composed of a hub with a wireless adapter, and the LAN branch line includes a wireless communication system.
The vehicle information device for an electric vehicle according to claim 1, wherein the vehicle information device is an electric vehicle. The vehicle device has a transmission / reception controller that performs conversion from a wired signal to a wireless signal and a conversion from a wireless signal to a wired signal, and is capable of performing wireless signal transmission with a ground system. include,
The vehicle information device for an electric vehicle according to claim 9.

Images