JPH11180304A - Monitoring device for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To dispense with a part of signal, wires for transmitting the open and close control instruction to reduce the intervehicular leaders, by transmitting the open and close control instruction of a side door device to a side door controller through a transmission line and a vehicle monitoring terminal. SOLUTION: The door controllers 21-28 are connected with a vehicle monitoring terminal 9 through a side door controller (LCU) communication line 6. The LCU communication line 6 comprises a monitor communication line and a control communication line. The vehicle monitoring terminal 9 is connected with a monitor transmission line distributed in the vehicles. The monitor transmission line 5 is connected with a vehicle monitor central unit 10 installed in a crew's room (a cab and a conductor's room). In this system, the open and close control instruction of the door is serially transmitted to the vehicle monitoring terminal 9 of each vehicle 1 from the vehicle monitor central unit 10 through the monitor transmission line 5. The door controllers 21-28 control the opening and closing of the door on the basis of this open and close control instruction.

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. 4 is a block diagram showing the 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 twelve signal lines such as the display information transmission line 107. The door closing switches 111, 113, 115 and 117 provided on each door on one side in the vehicle 100 are connected in series with the relay R1, and all the door closing switches 111, 113, 115 and 117 are closed. The relay R1 is driven. Similarly, a door closing switch 1 provided on each door on the other side in the vehicle 100
12, 114, 116 and 118 are connected in series with the relay R2, and each door closing switch 112, 114, 11
When all 6 and 118 are closed, relay R2 is driven. The a contacts of the relays R1 and R2 are inserted in series with 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 (LCU) 121 to 128 provided corresponding to each side door device (not shown) of the vehicle 100, and open command signals, Close command signal, reopen / close command signal,
The simultaneous release command signal and the 5 km / h detection signal are transmitted. When the door controllers 121 to 128 receive these signals and control the side door device, the opening and closing control of the door is performed. The vehicle monitor terminal 109 is connected to the monitor transmission line 10
The communication unit 7 communicates 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 above-mentioned conventional door system for a railway vehicle, the number of wiring lines between vehicles is large, so that the number of wiring steps in the electrical installation work of the vehicle is 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 reduce the number of wires between vehicles and simplify the wiring.

[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, the vehicle monitor terminal and a side door control device that controls a side door device of the vehicle are connected via a communication line, and an opening / closing control command for the side door control device is transmitted through the transmission line. The opening and closing control command is transmitted to the side door control device via the vehicle monitor terminal (claim 1). In the railway vehicle monitoring device configured as described above, an open / close control command for the side door device is sent to the side door control device via the transmission line and the vehicle monitor terminal. 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.

In the above-mentioned railway vehicle monitoring device (claim 1), a monitoring command to the side door control device is also transmitted from the transmission line, and the side door control device receiving the monitoring command is transmitted. May transmit a corresponding side door device or its own monitoring result via the vehicle monitor terminal (claim 2). In this case, the states of the side door control device and the corresponding side door device can be monitored.

In the above railway vehicle monitoring device (claim 2), a communication line between the vehicle monitor terminal and the side door control device is a monitor communication line for monitoring,
A control communication line for transmitting the opening / closing control command may be included (claim 3). In this case, the transmission timing of the opening / closing control command can be secured by a control communication line different from the monitor communication line. When one communication line is abnormal, the other communication line can be used for backup.

Further, in the above railway vehicle monitoring device (Claim 1), when a failure occurs in the side door control device, a spare side door control device that operates as a side door control device in place of the failure is provided. A monitor terminal may be connected via the communication line (claim 4). In the railway vehicle monitoring device thus configured, when a failure occurs in the side door control device, the spare side door control device takes over. Therefore, the operation of the side door device is ensured even when a failure occurs.

[0010] In the monitoring device for a railway vehicle (claim 1), 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 5). 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.

[0011] In the above railway vehicle monitoring device (claim 1), apart from the transmission line, of the side door control devices on both sides of the vehicle, the side door control device on the side to which the open / close control command is sent. Only the lead-in line for transmitting the opening permission signal may be provided, and the side door control device may receive the opening / closing control command on condition that the opening permission signal is transmitted. ). 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.

[0012] In the above railway vehicle monitoring device (Claim 6), 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 7). 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.

[0013] The present invention also relates to a railway vehicle monitoring device in which a vehicle monitor terminal provided in each vehicle of a train set is connected to a vehicle monitor central device via a transmission line passed between the vehicles. Connecting the vehicle monitor terminal and a side door control device for controlling the side door device of the vehicle via a communication line, and connecting the side door control device and an in-vehicle indicator of the vehicle via a communication line. An opening / closing control command to the side door control device and display information to the in-vehicle indicator may be transmitted to the side door control device via the transmission line and the vehicle monitor terminal. (Claim 8). In the railway vehicle monitoring device configured as described above, an open / close control command for the side door device is sent to the side door control device via the transmission line and the vehicle monitor terminal. 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 display information can be transmitted to the in-vehicle display via the side door control device.

[0014] In the above-mentioned railway vehicle monitoring device (claim 8), the vehicle monitor terminal may be capable of bidirectional communication with the in-vehicle indicator. In this case, a failure signal or the like of the in-vehicle indicator can be monitored by the vehicle monitor terminal.

[0015]

FIG. 1 is a block diagram showing the system configuration of a railway vehicle monitoring device according to an 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 close 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 close switch 11,
When all of the circuits 13, 15, and 17 are closed, the relay R1 is driven. Similarly, the door closing switches 12, 14, 16, and 18 provided on the other doors in the vehicle 1 are connected in series with the relay R2.
When all of the circuits 2, 14, 16, and 18 are 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 is L
It is connected to the vehicle monitor terminal 9 via the CU communication line 6. Further, spare LCUs 41 and 42 having the same functions as one of the door controllers 21 to 28 are provided, and these are also connected to the vehicle monitor terminal 9 via the LCU communication line 6. The LCU communication line 6 is a communication line 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).

In the above system configuration, a door opening / closing 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.
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 Is 5
Assuming that the km / h detection signal and the opening enable signal are established, the opening / closing control of the door is performed according to the opening / closing control command received from the vehicle monitor terminal 9. In addition, display information (stop station information, operation information, etc.) is provided from the vehicle monitor central device 10 to all the in-vehicle indicators 31 to 38 via the same route as the opening / closing control command. 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) of the conventionally provided open command, close command, reopen / close command and simultaneous open command are the same as those of the present embodiment. Are not provided as lead-in lines, 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 six through-lines are reduced on both sides of the vehicle 1, which contributes to a reduction in the weight of the vehicle and a reduction in the number of wiring steps.

On the other hand, since the door controllers 21 to 28 have a communication function, bidirectional communication is performed between the door controllers 21 and 28 and the vehicle monitor terminal 9. That is, the door opening / closing control command is transmitted from the vehicle monitor terminal 9 to the door controllers 21 to 21.
28, the door controllers 21 to 2
8 to the vehicle monitor terminal 9. In addition, two-way communication (in-vehicle display 31) is also performed between in-vehicle displays 31 to 38 and corresponding door controllers 21 to 28.
To 38, and transmission of abnormality / failure signals from the in-vehicle indicators 31 to 38).

The functions of monitoring the door controllers 21 to 28 are roughly classified into three types depending on the monitoring mode of the vehicle monitor central unit 10, namely, "normal mode", "test mode" and "readout 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 a failure occurs,
The data at the time of occurrence of the failure recorded in the door controllers 21 to 28 is 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 failure occurrence is displayed on the vehicle monitor central device 10 in the crew room via the vehicle monitor terminal 9. Therefore, prompt action can be taken for a failure. Further, when a failure occurs, the contact of the failure detection relay built in the door controller is switched, whereby the spare LCU 41 or 42 (both in the case of two failures) opens and closes the door in place of the failed door controller. Perform control. Therefore, even when a failure occurs, the opening and closing of the door can be reliably controlled.

As described above, the LCU communication line 6 is a communication line including the monitor communication line and the control communication line, and commands relating to the opening / closing control are transmitted via the control communication line. The command and information regarding are transmitted via the monitor communication line. Therefore, the transmission timing of the opening / closing control command is not hindered by the communication of the command / information regarding monitoring, and the opening / closing control command can be transmitted without delay. However, when one of the control communication line and the monitor communication line fails and communication becomes impossible, the communication can be performed by temporarily borrowing the other communication line. Also,
The occurrence of the failure is immediately displayed on the vehicle monitor central device 10 in the crew compartment from the vehicle monitor terminal 9, so that quick response to the failure is 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 open enable signal guarantees that "the door on the opposite side of the boarding platform will not open while the vehicle is stopped" even if an open / close 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.

FIG. 3 is a diagram showing the timing of signal transmission and reception between the vehicle monitor terminal 9 and the door controllers 21 to 28. The arrow line of the sign shown by the broken line in the figure is
The opening / closing control command from the vehicle monitor terminal 9 to the door controllers 21 to 28 via the control communication line is shown. The vehicle monitor terminal 9 constantly sends an open / close control command to the door controllers 21 to 28 at a predetermined cycle T1. The door controllers 21 to 28 determine that the command is valid when the command matches three times in succession. The arrow line of the sign is
Data transmission request (monitoring command) from the vehicle monitor terminal 9 to the door controllers 21 to 28 via the monitor communication line
Is shown. The vehicle monitor terminal 9 sequentially requests the door controllers 21 to 28 to transmit monitor data at a predetermined cycle T2.

The arrow line of the reference numeral indicates the vehicle monitor terminal 9 from the door controllers 21 to 28 via the monitor communication line.
Shows data transmission to This data transmission is performed in response to the above-described data transmission request (monitoring command), and includes, as data, the corresponding side door device and the monitoring result of the door controller itself. This data is transmitted to the vehicle monitor central device 10 via the vehicle monitor terminal 9. The arrow line of the sign is, via the monitor communication line,
The display information transmission from the vehicle monitor terminal 9 to each of the door controllers 21 to 28 is shown. 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 door controllers 21 to 28.

In the above embodiment, two spare LCUs 41 and 42 are provided. However, how many spare LCUs are provided and whether spare LCUs are provided are arbitrary. .

In the above-described embodiment, the vehicle speed detection signal line 3 is provided as a through line. For example, the a contact of the vehicle speed detection relay (closed when the vehicle speed is 5 km / h or less)
Into the power supply side of the open enable signal line 4 in series,
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 transmitted because the contact a is 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".

[0030]

The present invention configured as described above has the following effects. According to the railway vehicle monitoring device of the first aspect, the open / close control command for the side door device is sent to the side door control device via the transmission line and the vehicle monitor terminal. Some of them become unnecessary, and the number of lead lines between vehicles can be reduced. Therefore, the wiring of the vehicle is simplified, which contributes to the weight reduction of the vehicle.

According to the railway vehicle monitoring device of the second aspect, the status of the side door control device and the corresponding side door device can be monitored, so that safety and reliability are improved.

According to the third aspect of the present invention, the transmission timing of the open / close control command can be secured by a control communication line different from the monitor communication line, so that the door can be opened and closed without delay. it can. In addition, when one communication line is abnormal, the other communication line can be used for backup, so that safety and reliability are improved.

According to the fourth aspect of the present invention, when a failure occurs in the side door control device, the spare side door control device takes the place of the failure, so that the operation of the side door device is ensured even when a failure occurs. The operation is not hindered.

According to the monitoring apparatus for a railway vehicle of the fifth aspect, even if an open / close 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 lead-through lines related to the opening / closing control command.

According to the monitoring system for a railway vehicle of the present invention, even if an open / close control command is sent to the side door control device on the opposite side to the getting on / off side via the transmission line by mistake, the side door device on the opposite side is used. 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, since the opening permission signal is not transmitted while the vehicle is running, 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 present invention, since the opening / closing control command of the side door device is sent to the side door control device via the transmission line and the vehicle monitoring terminal, the opening / closing control command is transmitted. Part of the signal line becomes unnecessary, and the number of lead-through lines between vehicles can be reduced. Further, since the display information can be transmitted to the in-vehicle display via the side door control device, the number of lead lines for the display information can be reduced. Therefore, the wiring of the vehicle is simplified, which contributes to the weight reduction of the vehicle.

According to the monitoring apparatus for a railway vehicle of the ninth aspect, the abnormality / failure signal of the in-vehicle indicator can be monitored by the vehicle monitor terminal, so that the safety and reliability are improved.

[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 and a door controller according to the first embodiment.

FIG. 4 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 LCU communication line 9 vehicle monitor terminal 10 vehicle monitor central unit 20 DU communication line 21-28 door controller 31-38 in-vehicle display 41, 42 spare LCU

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI // B60L 3/00 B60L 3/00 Q

Claims (9)

[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. And a side door control device that controls the side door device of the vehicle via a communication line, and sends an open / close control command to the side door control device via the transmission line. A railway vehicle monitoring device, which is transmitted to the side door control device via a vehicle monitor terminal. 2. A monitoring command to the side door control device is also transmitted from the transmission line, and the side door control device receiving the monitoring command transmits a monitoring result of the corresponding side door device or its own. The railway vehicle monitoring device according to claim 1, wherein the transmission is performed via the vehicle monitor terminal. 3. A communication line between the vehicle monitor terminal and the side door control device includes a monitor communication line for monitoring and a control communication line for transmitting the opening / closing control command. The railway vehicle monitoring device according to claim 2. 4. When a failure occurs in the side door control device,
The railway vehicle monitoring device according to claim 1, wherein a spare side door control device that operates as a side door control device is connected to the vehicle monitor terminal via the communication line instead. 5. In addition to the transmission line, a lead-in line for transmitting a stop detection signal to the side door control device is provided, and the side door control device has a condition that the stop detection signal is transmitted. The railway vehicle monitoring device according to claim 1, wherein the opening / closing control command is received. 6. In addition to the transmission line, a lead-in line for transmitting an open permission signal is provided only to the side door control device on the side to which the open / close control command has been transmitted among the side door control devices on both sides of the vehicle. ,
2. The railway vehicle monitoring device according to claim 1, wherein the side door control device receives the opening / closing control command on condition that the opening permission signal is transmitted. 7. The railway vehicle monitoring device according to claim 6, wherein the opening permission signal can be transmitted only when the vehicle speed is lower than a predetermined speed. 8. A railway vehicle monitoring device, wherein a vehicle monitor terminal provided for each vehicle of the 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. And a side door control device for controlling the side door device of the vehicle via a communication line, and connecting the side door control device and an in-vehicle indicator of the vehicle via a communication line; A monitoring device for a railway vehicle, wherein an opening / closing control command to a control device and display information to the in-vehicle indicator are transmitted to the side door control device via the transmission line and the vehicle monitor terminal. 9. The railway vehicle monitoring device according to claim 8, wherein said vehicle monitor terminal is capable of bidirectional communication with said in-vehicle indicator.