JPH11180303A - Monitoring device for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the safety by monitoring the condition of a side door device of a rolling stock by a car monitoring central device and decrease inter- car drawing wires without impairing the reliability. SOLUTION: Through communication lines, monitoring control units 41 and 42 are connected with a car monitor terminal 9 furnished on each rolling stock, and with these control units 41 and 42, door controllers 21-28 are connected through communication lines. This enables making communications between the monitor terminal 9 and door controllers 21-28 where the control units 41 and 42 are used as a relay device, and a door opening/closing control command is transmitted to the door controllers 21-28 via these communication lines.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle monitoring device for monitoring and controlling a side door device of a railway vehicle.

[0002]

2. Description of the Related Art FIG. 6 is a block diagram showing a configuration of a conventional railway vehicle door system. In the figure, a door interlock signal line 1
01, a pair of open command signal lines 102, a close command signal line 103, and a re-open / close command signal line 1 provided for each pair of door devices on both sides of the vehicle.
04, simultaneous release command signal line 105 and vehicle speed detection signal line 1
06, and a total of 13 signal lines such as the display information transmission line 107 and the monitor transmission line 108 are routed. Door closing switch 1 provided on each door on one side in vehicle 100
11, 113, 115 and 117 are connected in series with the relay R1, and each door closing switch 111, 113, 11
When all 5 and 117 are closed, relay R1 is driven. Similarly, door closing switches 112, 114, 116 and 11 provided on each door on the other side in the vehicle 100
Reference numeral 8 is connected in series with the relay R2, and when all the door closing switches 112, 114, 116 and 118 are closed, the relay R2 is driven. Relays R1 and R
2 are connected in series to the door interlock signal line 101. Therefore, when all the doors are closed, the door interlock signal line 101 is closed.

The open command signal line 102 and the close command signal line 1
03, reopening / closing command signal line 104, simultaneous opening command signal line 1
05 and the vehicle speed detection signal line 106 are connected to door controllers (LCUs) 121 to 128 as side door control devices provided corresponding to the respective side door devices (not shown) of the vehicle 100, Open command signal, close command signal, reopen / close command signal, simultaneous open command signal and 5 km / h from the line
A detection signal is transmitted. Door controllers 121 to 12
The opening and closing control of the door is performed by the 8 receiving these signals and controlling the side door device. In-vehicle indicator (DU) 1
Reference numerals 31 to 138 are provided near the doors, and display display information (stop station information, operation guidance, and the like) transmitted via the display information transmission line 107. The vehicle monitor terminal 109 communicates via a monitor transmission line 108 with a vehicle monitor central device 110 provided in the crew cabin. Through this communication, monitoring (monitoring) of a power running device and a brake device (not shown) is performed.

[0004]

In the conventional railway vehicle door system as described above, the power running device and the brake device are monitored by the vehicle monitor central device 110 via the vehicle monitor terminal 109. However, regarding the state of the door controllers 121 to 128, that is, the operation state of the side door device, etc., the door closing switch 1
Only the full-close confirmation by the steps 11 to 118 is performed based on the door interlock signal, and other operation states are not monitored. Therefore, monitoring of the operation state and the like of the side door device has had to rely on visual observation of the crew. Further, in the conventional door system as described above, since there are many lead-through lines between vehicles, wiring man-hours in electrical installation work of vehicles are large. In addition, since these lead-in wires require a predetermined current capacity, the cables are also thick and heavy. This has contributed to increasing the weight of the vehicle.

[0005] In view of the above-mentioned conventional problems, an object of the present invention is to improve the safety by monitoring the state of a side door device by a vehicle monitor central device. It is another object of the present invention to reduce the number of wires between vehicles without impairing reliability.

[0006]

SUMMARY OF THE INVENTION The present invention relates to a railway vehicle in which a vehicle monitor terminal provided on each of the trains is connected to a vehicle monitor central unit via a transmission line extending between the vehicles. In the monitoring device, a relay device for controlling communication with the vehicle monitor terminal is connected to the vehicle monitor terminal via a communication line, and the relay device and a side door control device for controlling a side door device of the vehicle. The communication device is connected via a communication line, and communication between the vehicle monitor terminal and the side door control device is performed via the relay device (claim 1). In the railway vehicle monitoring device configured as described above, communication between the side door control device and the vehicle monitor terminal is performed via the relay device. Therefore, the state of the side door device can be monitored. Also,
The relay device relays communication between the vehicle monitor terminal and the side door control device to control communication. Therefore, even when the number of the side door devices handled by the vehicle monitor terminal is large, the side door device can be monitored without increasing the load on the vehicle monitor terminal.

[0007] In the above railway vehicle monitoring device (Claim 1), the relay device is a spare side door control device that operates as a side door control device when a failure occurs in the side door control device. (Claim 2). In the railway vehicle monitoring device thus configured, when a failure occurs in the side door control device, the relay device takes the place of the side door control device. Therefore, the operation of the side door device is ensured even when a failure occurs.

In the above railway vehicle monitoring device (claim 1), the side door control device may be connected to an in-vehicle display for displaying various information via a communication line (claim 3). . In this case, it is possible to communicate with the in-vehicle indicator via the side door control device. Accordingly, it is possible to reduce the number of lead lines between vehicles for such an in-vehicle indicator. In addition, it becomes possible to monitor the in-vehicle indicator.

The present invention also relates to a railway vehicle monitoring device wherein a vehicle monitor terminal provided for each of the trains is connected to a vehicle monitor central device via a transmission line passed between the vehicles. A relay device for controlling communication with the vehicle monitor terminal is connected to the vehicle monitor terminal via a communication line, and a communication line is provided between the relay device and a side door control device for controlling a side door device of the vehicle. And transmitting an open / close control command to the side door control device via the transmission line, and transmitting the open / close control command from the vehicle monitor terminal to the side door control device via the relay device. It may be a feature (claim 4). In the railway vehicle monitoring device configured as described above, an open / close control command to the side door device is sent to the side door control device via the transmission line, the vehicle monitor terminal, and the relay device. Therefore, a part of the signal line for transmitting the opening / closing control command is not required, and the number of lead-through lines between vehicles can be reduced. Further, the relay device relays the communication between the vehicle monitor terminal and the side door control device to control the communication. Therefore, even when the number of side door devices handled by the vehicle monitor terminal is large, it is possible to prevent a response delay of the opening / closing control command due to an increase in the load on the vehicle monitor terminal.

In the above railway vehicle monitoring device (claim 4), two relay devices are provided in one vehicle, and each relay device and the side door control device are connected by a communication line. Good (claim 5). in this case,
Since two communication lines from the relay device to the side door control device are provided, when one system fails, it can be backed up by the other system.

In the above-mentioned railway vehicle monitoring device, the side door control device communicates with only one of the relay devices, and based on a communication abnormality of the relay device, relays the other relay device. It may have a function of switching to communication with the device (claim 6). In this case, when an error occurs in the communication with the relay device, the communication is automatically switched to the communication with another communication device.

Further, in the railway vehicle monitoring device (claim 4), the communication line between the relay device and the side door control device is multi-system, and the vehicle monitor terminal and the relay device are connected. May be connected by a monitor communication line and a control communication line for transmitting the opening / closing control command (claim 7). in this case,
Even if a failure occurs in one communication system between the relay device and the side door control device, it can be backed up by the other communication system. Also, between the vehicle monitor terminal and the relay device,
The transmission timing of the opening / closing control command can be ensured by a control communication line different from the monitor communication line, and the redundancy can be ensured.

[0013] In the above railway vehicle monitoring device (claim 4), a lead-through line for transmitting a stop detection signal to the side door control device is provided separately from the transmission line. The opening / closing control command may be received on condition that the stop detection signal is transmitted (claim 8). In this case, even if the opening / closing control command is erroneously transmitted while traveling via the transmission line, the operation of the side door device is prevented. Therefore, safety and reliability can be ensured while reducing the total number of lead-through lines related to the opening / closing control command.

In the above railway vehicle monitoring device, the side door control device is provided corresponding to side door devices provided on both sides of the vehicle. Apart from the transmission line to be sent, of the side door control devices corresponding to the side door devices on both sides of the vehicle,
A lead-through line for sending an open permission signal is provided only to the side door control device corresponding to the side to which the opening / closing control command has been sent, and the side door control device has a condition that the open permission signal is sent. The opening and closing control command may be received (claim 9). In this case, even if an open / close control command is erroneously transmitted to the side door control device on the opposite side to the getting on / off side via the transmission line, the operation of the opposite side door device is prevented. Therefore, safety and reliability can be ensured while reducing the total number of lead-through lines related to the opening / closing command control.

[0015] In the monitoring apparatus for a railway vehicle (Claim 9), it is preferable that the opening permission signal can be transmitted only when the vehicle speed is equal to or lower than a predetermined speed (Claim 10). In this case, the opening permission signal is not transmitted while the vehicle is running, so that the vehicle is safe. The possibility of the door being opened and closed can be eliminated. Therefore, safety and reliability can be improved.

Further, in the above-mentioned railway vehicle monitoring device (claim 4), an in-vehicle indicator for displaying various information is connected to the side door control device via a communication line, and the relay device is connected to the in-vehicle indicator. The time division of the display information for a plurality of pieces is sent to the side door control device, and the side door control device collects the time-divided fragmentary display information and returns it to the original display information. It may be sent to a display (claim 11). In this case, since the display information is sent via the relay device and the side door control device, a lead-in line for the in-vehicle indicator is not required. Further, by transmitting the display command in a time-division manner, it is possible to prevent a response delay of the opening / closing control command without spending much time for transmitting the display information.

[0017]

FIG. 1 is a block diagram showing a system configuration of a railway vehicle monitoring device according to a first embodiment of the present invention. In the figure, each train 1 of a train formed has a door interlock signal line 2, a vehicle speed detection signal line 3 and an open enable signal line 4 provided in pairs for both side door devices of the vehicle, and a monitor transmission line. 5, a total of six signal lines and the like are routed. Door closing switches 11, 13, 15, and 17 provided on each door on one side in the vehicle 1 are connected in series with the relay R1, and each door closing switch 1
The relay R1 is driven when all of the circuits 1, 13, 15, and 17 are closed. Similarly, door closing switches 12, 14, 16, and 18 provided on each door on the other side in the vehicle 1.
Is connected in series with the relay R2, and when the door-close switches 12, 14, 16, and 18 are all closed, the relay R2 is driven. The respective a contacts of the relays R1 and R2 are inserted in series with the door interlock signal line 2. Accordingly, when all the doors are closed, the door interlock signal line 2 is closed.

The pair of vehicle speed detection signal lines 3 is a signal line for transmitting a signal that detects that the train speed has become 5 km / h or less, and is a side door control device (L) on one side of the vehicle 1.
CU: Local control unit, hereinafter referred to as door controller. ) 21, 23, 25 and 27 and the other side door controllers 22, 24, 26 and 28, respectively. The door controllers 21 to 28 are provided corresponding to the side door devices (not shown) of the vehicle, each have a built-in microcomputer, and have a failure detection function and a communication function in addition to a control function of the side door devices. . The pair of open enable signal lines 4 is a signal line for sending an open enable (open permission) signal, that is, a signal indicating that the door is open when the train stops.
1, 23, 25 and 27 and 22, 24, 26 and 2
8 respectively. In addition, the door controllers 21 to 28 each have an in-vehicle display (DU: Display Unit) 31 to 3 for notifying passengers of stop station information and the like.
8 are connected via a DU communication line 20. These in-vehicle indicators 31 to 38 have a communication function in addition to the original display function.

Each of the door controllers 21 to 28 has an L
A monitoring control unit (MCU) 41 via the CU communication lines 6 and 7, respectively.
And 42. The monitoring control units 41 and 42 are connected to the vehicle monitor terminal 9 via an MCU communication line 8 including a monitor communication line and a control communication line. The vehicle monitor terminal 9 is connected to the monitor transmission line 5 through which each vehicle passes. The monitor transmission line 5 is connected to a vehicle monitor central device 10 installed in the crew compartment (operator's cab and cabin). The monitoring control units 41 and 42 include a microcomputer and have a communication function. Each of the monitoring control units 41 and 42 has an MCU unit 41a having an original function as a monitoring control unit.
And 42a, spare LCU units 41b and 42b having the same function as the door controller are provided.

In the above system configuration, the door open / close control command is transmitted from the vehicle monitor central unit 10 to the monitor transmission line 5.
Is transmitted serially to the vehicle monitor terminal 9 of each vehicle 1 via the. The vehicle monitor terminal 9 that has received the opening / closing control command transmits the opening / closing control command to each of the door controllers 21 to 28 via one monitoring control unit 41,
The same opening / closing control command is transmitted to each of the door controllers 21 to 28 via the other monitoring control unit 42. On the other hand, since the 5 km / h detection signal and the opening enable signal are directly drawn into the respective door controllers 21 to 28 from the respective through lines (vehicle speed detection signal line 3 and opening enable signal line 4), the door controllers 21 to 28
The monitoring control units 41 and 4 are premised on the establishment of the 5 km / h detection signal and the open enable signal.
The opening / closing control of the door is performed according to the opening / closing control command received from 2. Also, via the same route as the above open / close control command,
From the vehicle monitor central unit 10, all the in-vehicle indicators 31 to
Display information (stop station information, operation information, etc.) is provided to 38. The door interlock signal line 2 is the same as that of the related art, and is provided so that the fact that all the doors are closed is used as a start compensation signal for starting train running.

As is clear from comparison with the conventional example (FIG. 6), the signal lines (102 to 105) and the display information transmission line of the conventionally provided open command, close command, reopen / close command and simultaneous open command are provided. (107) is not provided as a lead-through line in the present embodiment, and these commands are transmitted via the monitor transmission line 5. On the other hand, an open enable signal line 4 not provided in the conventional example is provided as a lead-in line. As a result, a total of seven lines are reduced on both sides of the vehicle 1,
This contributes to reducing the weight of the vehicle and reducing the number of wiring steps.

On the other hand, since the door controllers 21 to 28 have a communication function and are connected to the monitoring control units 41 and 42 via the LCU communication lines 6 and 7,
Two-way communication is performed. That is, not only can the door opening / closing control command be transmitted from the monitoring control units 41 and 42 to the door controllers 21 to 28, but also the information can be transmitted from the door controllers 21 to 28 to the monitoring control units 41 and 42. Here, the monitoring control units 41 and 42 include the door controllers 21 to
The information from 28 is collected and transmitted to the vehicle monitor terminal 9,
It plays a role as a relay device of the monitoring information regarding the door controllers 21 to 28. The in-vehicle display 31
Also, bidirectional communication is performed between the corresponding door controllers 21 to 28 and the corresponding door controllers 21 to 28.

The monitoring function is performed in the “normal mode” depending on the monitoring mode of the vehicle monitor central unit 10.
The test mode is roughly divided into three: a "test mode" and a "read mode". The normal mode is a mode during commercial operation, in which display of door state information (opening / closing state, detection of door jam, etc.) and display of a failure state (display of failure content, failure site, countermeasure, etc.) are performed. The test mode is a mode at the time of a start-up inspection, in which a door operation (opening / closing operation, abnormality in detection of door jamming, etc.) is determined, and a determination of a motor current (motor abnormality, etc. can be predicted) is performed. The reading mode is a mode at the time of vehicle inspection after the occurrence of a failure, and is a mode recorded in the monitoring control units 41 and 42.
The data at the time of occurrence of the failures of .about.28 are read out and used for cause analysis.

Next, the reliability and safety of the system having the above configuration will be described. A control system for opening and closing a door of a train requires reliability and safety. Here, the reliability means that the door is reliably operated by inputting a command to open and close the door. In addition, safety means that careless operation is not performed when a door opening / closing command is not input. First, regarding the reliability, the door controllers 21 to 2
8 has a failure detection function as described above. When a failure occurs, a failure occurrence signal is transmitted from the door controller, and the occurrence of the failure is displayed on the vehicle monitor central device 10 in the crew room via the monitoring control units 41 and 42 and the vehicle monitor terminal 9. Therefore, prompt action can be taken for a failure. In addition, when a failure occurs, the contact of a failure detection relay built in the door controller is switched, whereby the spare LCU unit 41 included in the monitoring control units 41 and 42 is switched.
b and 42b perform opening and closing control of the door in place of the failed door controller. Therefore, even when a failure occurs, the opening and closing of the door can be reliably controlled.

In the configuration of this system, two communication lines lower than the vehicle monitor terminal 9 are provided in parallel, and each of the monitoring control units 41 and 42 is connected to all the door controllers 21 to 28. Therefore, even if a failure occurs in one system and communication becomes impossible, communication can be continued by the other system. Further, the occurrence of the failure is immediately displayed on the vehicle monitor central device 10 in the crew cabin, so that a quick response to the failure becomes possible.

Next, regarding safety, an open enable signal is provided, and the establishment of this signal is a precondition for opening and closing the side door device. This open enable signal is transmitted by a lead-in line (open enable signal line 4) and is issued by the logic shown in FIG. That is, the open enable signal is 5 km
When the open command is output when the / h detection signal is at the L level (meaning that the vehicle is stopped immediately before stopping), the signal is turned on and the vehicle is maintained until departure. The example in the figure is
One side (mountain side) of the train is the platform side where people can get on and off, and the other side (sea side) does not open the door. Therefore, the sea-side open enable signal is always off. When it is recognized that the vehicle is traveling by the 5 km / h detection signal, the open enable signal is not output. The door controllers 21 to 28 having received the opening enable signal form an internal circuit for turning the door opening / closing motor of the side door device in the opening direction and stand by. After receiving an opening command by serial transmission, the door controllers 21 to 28 Start driving. If the opening enable signal is not received, the door controllers 21 to 28 do not operate the side door devices regardless of the presence / absence of the opening / closing control command because the opening / closing operation has no preconditions.

The presence of the opening enable signal guarantees that "the door on the opposite side of the platform is not opened while the vehicle is stopped" even if the opening / closing control command is erroneously transmitted via the monitor transmission line 5. In addition, even if an opening / closing control command is erroneously transmitted via the monitor transmission line 5 due to the presence of the 5 km / h detection signal, “the door should not be opened while the train is running”.
Is guaranteed. Therefore, the signal lines for transmitting the two signals that are extremely important for safety are separate systems from the serial transmission lines, and are the through lines whose reliability has been evaluated based on long-term use results.

Another safety consideration is given to the communication function between the door controllers 21 to 28 and the two monitoring control units 41 and 42. That is, the door controllers 21 to 28 have a communication function with the two monitoring control units 41 and 42, but are normally controlled by a command received from one of the monitoring control units 41 and 42 (referred to as a master). Operate. When any failure occurs and reception from the master becomes impossible, the door controllers 21 to 28 detect this and immediately switch the other monitoring control unit to the master. Normally, when the door controllers 21 to 28 receive the same command of the opening and closing control from the master three times in succession, the door controllers determine that the command is valid and cause the side door device to start the opening and closing operation of the door. This can prevent a malfunction due to a serial data burst error. If no command is input within a predetermined time,
The door controllers 21 to 28 perform switching of the master. The transmission of the monitor data from each door controller 21 to 28 is performed by both the monitoring control units 41 and 42.
Therefore, even if one of the monitoring control units 41 and 42 fails, the state of the communication circuit can be monitored by the other.

FIG. 3 shows the vehicle monitor terminal 9, the monitoring control units 41 and 42, and the door controller 2
It is a figure which shows the transmission / reception timing of the signal between 1-28. In the figure, the arrow lines of the reference numerals indicate opening / closing control commands from the vehicle monitor terminal 9 to the monitoring control units 41 and 42 via the control communication line of the MCU communication line 8. The vehicle monitor terminal 9 has a period T1 (for example, 20 msec).
In c), the open / close control command is constantly sent to the monitoring control units 41 and 42. Monitoring control unit 4
1 and 42 determine that the command is valid when the command matches three consecutive times. The arrow line of the sign is MCU
The vehicle monitor terminal 9 via the monitor communication line of the communication line 8
3 shows a data transmission request from the monitoring control units 41 and 42 to the monitoring control units 41 and 42. The vehicle monitor terminal 9 has a period T2
It requests the monitoring control units 41 and 42 to send monitor data at (for example, 500 msec). This period T2 is longer than the time required for each of the monitoring control units 41 and 42 to collect the information of all the door controllers 21 to 28.

The arrowed lines indicate data transmission from the monitoring control units 41 and 42 to the vehicle monitor terminal 9 via the monitor communication line of the MCU communication line 8. Upon receiving the data transmission request, the monitoring control units 41 and 42 send monitor data to the vehicle monitor terminal 9. The arrow line of the code indicates display information transmission from the vehicle monitor terminal 9 to the monitoring control units 41 and 42 via the monitor communication line of the MCU communication line 8. When it is time to change the display contents of the in-vehicle indicators 31 to 38, display information is sent from the vehicle monitor terminal 9 to the monitoring control units 41 and 42.
An arrow line of a reference sign indicates a reception response of the display information from the monitoring control units 41 and 42 to the vehicle monitor terminal 9 via the monitor communication line of the MCU communication line 8.
The monitoring control units 41 and 42 return a result indicating whether or not the display information has been correctly received (reception failure) to the vehicle monitor terminal 9. When the reception failure is notified, the vehicle monitor terminal 9 resends the same display information to the monitoring control units 41 and 42.

The arrow lines of the symbols are the LCU communication lines 6 and 7
, A data transmission request and an opening / closing control command from the monitoring control units 41 and 42 to the respective door controllers 21 to 28 are shown. The data transmission request and the opening / closing control command are sent to all the door controllers 21 to 28 in a cycle T3 (for example, 35 msec).
In addition, the data transmission request and the opening / closing control command include door controllers 21 to 21 for transmitting monitor data.
A signal specifying the number 28 is included. When the opening / closing control commands match three consecutive times, each door controller 21
Are determined to be valid command receptions.

When the monitoring control units 41 and 42 receive display information from the vehicle monitor terminal 9, the contents of the display information are transmitted together with the data transmission request and the opening / closing control command. Since the display information has a larger data amount than the opening / closing control command or the like, a plurality (for example, 12
) And embedded in the data transmission request and the opening / closing control command (see FIG. 4). Each door controller 2
After collecting pieces of embedded data and returning them to the original display information form, the display information is sent to the in-vehicle indicators 31 to 38. By transmitting the display information in this manner, the adverse effects caused by the display information and the opening / closing control command being sent by the same LCU communication lines 6 and 7 are prevented. That is, L is determined by display information having a large data amount.
This prevents a situation in which the CU communication lines 6 and 7 are occupied and an opening / closing control command cannot be sent, thereby delaying the responsiveness of the opening / closing control.

The arrow line of the code is the LCU communication line 6 or 7
, The data transmission from the door controllers 21 to 28 to the monitoring control units 41 and 42 via the communication interface. The door controller specified by the data transmission request sends monitor data to the monitoring control units 41 and 42. In addition, each of the door controllers 21 to 28 that has received the display information sends information on whether or not the display information has been correctly received to the monitoring control units 41 and 42. Further, although not shown, the door controllers 21 to 28 receive display status signals from the corresponding in-vehicle indicators 31 to 38. Therefore, the door controllers 21 to 21
Monitoring of the in-vehicle indicators 31 to 38 can be performed via 28.

As described above, the symbols 符号 between the vehicle monitor terminal 9 and the monitoring control units 41 and 42
Is performed, and communication between the monitoring control units 41 and 42 and the door controllers 21 to 28 is performed. The monitoring control units 41 and 42 are involved in all communications as “relay devices” and control communications. The vehicle monitor terminal 9 includes the door controller 2
Since there is no need to directly communicate with the communication devices 1 to 28, the communication burden does not substantially increase even when the number of assigned side door devices is large. Further, in the communication between the vehicle monitor terminal 9 and the monitoring control units 41 and 42, since the opening / closing control command is transmitted through a control communication line different from the monitor communication line, it is necessary to secure the transmission timing of the opening / closing control command. And redundancy can be ensured.

Next, FIG. 5 is a block diagram showing a system configuration of a railway vehicle monitoring device according to a second embodiment of the present invention. The difference between the present embodiment and the first embodiment is that there is only one communication system lower than the vehicle monitor terminal 9, and the rest is the same as the first embodiment. The vehicle monitor terminal 9 includes a monitoring control unit 4
1 are connected, and door controllers 21 to 28 are connected to the monitoring control unit 41. The railway vehicle monitoring device according to the second embodiment configured as described above has only one communication system from the vehicle monitor terminal 9 to the door controllers 21 to 28. Although lower, the manufacturing cost can be reduced because the system configuration is simple.

In the second embodiment, the monitoring control unit 41 has the spare LCU unit 41a. However, how many spare LCU units are provided and whether the spare LCU unit is provided or not is determined. Are optional. This is the same in the first embodiment.

In each of the above embodiments, the vehicle speed detection signal line 3 is provided as a through line. For example, the a-contact (closed when the vehicle speed is 5 km / h or less) of the vehicle speed detection relay is opened. If it is inserted in series on the power supply side of the line 4, the vehicle speed detection signal line 3 can be omitted. In this case, when the vehicle speed is higher than 5 km / h,
The open enable signal cannot be sent because the contacts are open. When the vehicle speed becomes 5 km / h or less, the contact a closes and the open enable signal can be transmitted.
Therefore, even if the vehicle speed detection signal line 3 is omitted, it is possible to ensure that "the door does not open while the train is running".

[0038]

The present invention configured as described above has the following effects. According to the railway vehicle monitoring device of the first aspect, the communication between the side door control device and the vehicle monitor terminal is performed via the relay device, so that the state of the side door device can be monitored. Also, since the relay device relays the communication between the vehicle monitor terminal and the side door control device to control the communication,
Even when the number of side door devices handled by the vehicle monitor terminal is large, the side door device can be monitored without increasing the load on the vehicle monitor terminal. Therefore, safety and reliability of the vehicle can be ensured.

According to the second aspect of the present invention, when a failure occurs in the side door control device, the relay device takes the place of the side door control device. Is secured and safety and reliability can be improved.

According to the third aspect of the present invention, it is possible to communicate with the in-vehicle indicator via the side door control device, thereby reducing the number of inter-car lines for the in-vehicle indicator. can do. In addition, it is possible to monitor the in-vehicle indicator, and it is possible to enhance reliability.

According to the fourth aspect of the present invention, the open / close control command for the side door device is sent to the side door control device via the transmission line, the vehicle monitor terminal, and the relay device. A part of the signal line for transmission becomes unnecessary, and the number of lead-through lines between vehicles can be reduced. Further, since the relay device relays the communication between the vehicle monitor terminal and the side door control device to control the communication, even when the number of the side door devices handled by the vehicle monitor terminal is large, the load on the vehicle monitor terminal increases. A delay in response to the opening / closing control command can be prevented, and safety and reliability can be ensured.

According to the monitoring system for a railway vehicle of the fifth aspect, since two communication lines from the relay device to the side door control device are provided, when one system fails, the other system backs up. Can be. Therefore, safety and reliability can be improved.

According to the monitoring apparatus for a railway vehicle of the present invention, when an abnormality occurs in the communication with the relay apparatus, the communication is automatically switched to the communication with another communication apparatus. , Safety and reliability can be improved.

According to the railway vehicle monitoring device of the present invention, even if a failure occurs in one communication system between the relay device and the side door control device, it can be backed up by the other communication system. Further, between the vehicle monitor terminal and the relay device, the transmission timing of the opening / closing control command can be secured by a control communication line different from the monitor communication line, and the redundancy can be secured. Therefore, safety and reliability can be improved.

According to the monitoring apparatus for a railway vehicle of the present invention, even if the opening / closing control command is erroneously transmitted while traveling via the transmission line, the operation of the side door device is prevented. Safety and reliability can be ensured while reducing the total number of service lines.

According to the ninth aspect of the present invention, even if an open / close control command is sent to the side door control device of the side door device on the opposite side to the getting on / off side via the transmission line by mistake,
Since the operation of the side door device is prevented, safety and reliability can be ensured while reducing the total number of lead-through lines related to the opening / closing command control.

According to the monitoring apparatus for a railway vehicle of the present invention, the opening permission signal is not transmitted while the vehicle is traveling, so that it is safe, and even when the vehicle is stopped, the side door control on the side opposite to the getting on / off side is controlled. By not sending the open permission signal to the device, the possibility that the door on the opposite side is opened and closed can be eliminated. Therefore, safety and reliability can be improved.

According to the monitoring apparatus for a railway vehicle of the eleventh aspect, the display information is transmitted via the relay device and the side door control device, so that a lead-in line for the in-vehicle indicator is not required. Further, by transmitting the display command in a time-division manner, it is possible to prevent a response delay of the opening / closing control command without spending much time for transmitting the display information. Therefore,
Safety and reliability can be ensured.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a system configuration of a railway vehicle monitoring device according to a first embodiment of the present invention.

FIG. 2 is a time chart illustrating a logic of an open enable signal according to the first embodiment.

FIG. 3 is a diagram illustrating timings of transmitting and receiving signals between a vehicle monitor terminal, a monitoring control unit, and a door controller according to the first embodiment.

FIG. 4 is a diagram illustrating a time-division processing of display information according to the first embodiment.

FIG. 5 is a block diagram showing a system configuration of a railway vehicle monitoring device according to a second embodiment of the present invention.

FIG. 6 is a block diagram showing a conventional railway vehicle door system.

[Explanation of symbols]

 Reference Signs List 1 vehicle 3 vehicle speed detection signal line 4 open enable signal line 5 monitor transmission line 6, 7 LCU communication line 8 MCU communication line 9 vehicle monitor terminal 10 vehicle monitor central unit 20 DU communication line 21 to 28 door controller 31 to 38 In-vehicle display 41, 42 Monitoring control unit 41a, 42a Spare LCU function

Claims (11)

[Claims] 1. A railway vehicle monitoring device, wherein a vehicle monitor terminal provided for each vehicle of a train set is connected to a vehicle monitor central device via a transmission line passed between the vehicles, wherein the vehicle monitor terminal is provided. A relay device for controlling communication with the vehicle monitor terminal is connected via a communication line, and the relay device and a side door control device for controlling a side door device of the vehicle are connected via a communication line; A railway vehicle monitoring device, wherein communication between the vehicle monitor terminal and the side door control device is performed via the relay device. 2. The relay device according to claim 1, further comprising a spare side door control unit that operates as a side door control unit when a failure occurs in the side door control unit. 2. The monitoring device for a railway vehicle according to 1. 3. The railway vehicle monitoring device according to claim 1, wherein said side door control device is connected via a communication line to an in-vehicle display for displaying various information. 4. A railway vehicle monitoring device wherein a vehicle monitor terminal provided for each vehicle of a train set is connected to a vehicle monitor central unit via a transmission line passed between the vehicles, wherein the vehicle monitor terminal A relay device for controlling communication with the vehicle monitor terminal is connected via a communication line, and the relay device and a side door control device for controlling the side door device of the vehicle are connected via a communication line. Transmitting an opening / closing control command to the side door control device via the transmission line, and transmitting the opening / closing control command from the vehicle monitor terminal to the side door control device via the relay device. Monitoring equipment for vehicles. 5. The railway vehicle monitoring system according to claim 4, wherein two relay devices are provided in one vehicle, and each relay device and the side door control device are connected by a communication line. apparatus. 6. The side door control device has a function of performing communication with only one of the relay devices and switching to communication with the other relay device based on a communication abnormality of the relay device. The railway vehicle monitoring device according to claim 5, wherein 7. A communication line between the relay device and the side door control device has a multi-system, a monitor communication line between the vehicle monitor terminal and the relay device, and the open / close control. The railway vehicle monitoring device according to claim 4, wherein the monitoring device is connected to a control communication line for transmitting a command. 8. A transmission line for transmitting a stop detection signal to the side door control device is provided separately from the transmission line, and the side door control device is provided with a condition that the stop detection signal is transmitted. The railway vehicle monitoring device according to claim 4, wherein the opening / closing control command is received. 9. The side door control device is provided corresponding to side door devices provided on both sides of the vehicle, and separate from a transmission line for sending the opening / closing control command. Of the side door control devices corresponding to the side door devices, a lead-in line for sending an open permission signal only to the side door control device corresponding to the side to which the opening / closing control command has been sent is provided, and the side door control device includes: 5. The railway vehicle monitoring device according to claim 4, wherein the open / close control command is received on condition that the open permission signal is transmitted. 10. The railway vehicle monitoring device according to claim 4, wherein said opening permission signal can be transmitted only when the vehicle speed is lower than a predetermined speed. 11. An in-vehicle display for displaying various information is connected to the side door control device via a communication line, and the relay device time-divides display information for the in-vehicle display into a plurality of pieces and displays the information on the side. The side door control device collects the time-divided fragmentary display information, returns the display information to the original display information, and transmits the display information to the in-vehicle display device. The monitoring device for a railway vehicle as described in the above.