JPS596703A - Vehicle data transmission system - Google Patents

Abstract

PURPOSE:To arbitrarily change the composition of trains by integrating loop transmission line for transmitting data in response to the coupling of vehicles upon changing of the composition of trains, and recomposing the transmission lines for dividing the loop transmission line in response to the separation of the vehicles. CONSTITUTION:Transmission stations ST40, 41, 50, 51 for recomposing vehicles C4, C5 which are coupled or separated are provided in vehicles C1-C6 which are coupled for composition of trains, and transmission stations ST1-3 and 6 are provided at the other vehicles. A train division command is dispatched from the vehicle C1 in which a drive cab is provided, and a division command is received by all stations via loop transmission line L0. The division command is loaded through a transmission control device DLC1 in the stations ST40, 41, 50, 51, the transmission lines are judged by a processor MPU, a transmission data is outputted from a device DLC2 in the station ST40, and received data is inputted from the device DLC2 in the station ST41 in the switching operation. In this manner, the composition of the vehicles can be freely changed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an on-board data transmission system that allows easy maintenance of transmission line functions as vehicles are connected and disconnected in a train equipped with a data transmission system using a loop transmission method.

2. Description of the Related Art A system that requires a large number of various devices to be assembled to perform control operations includes vehicles such as railways that are organized into trains.

Conventionally, multi-core cables and coaxial cables have been used as transmission lines for data transmission in such systems, but these systems have become more complex year by year due to improved functionality, and are no longer simple. It is becoming difficult to cope with the increased number of signals by simply installing more cables due to constraints such as cost, burden, installation space, and modification.

For example, in a train consisting of a plurality of vehicles, a configuration as shown in FIG. 1 has been conventionally adopted.

In Figure 1, IFi overhead wires, 2 are rails, 3 are pantographs, 4 is a car body, 5 is a driver's cab, 6 is various general equipment,
7 indicates the draw-through Iw.

Most of the control signals in the train are emitted from the driver's cab 5, and are distributed to each device 6 through dedicated lead-in lines 7, respectively.

In addition, in such a railway vehicle, as shown in FIG.
It is customary to divide the train into two parts and connect them to form a train, and in this case, in-unit wiring 8 is provided separately from the lead-in line 7.

Therefore, the number of wires required inside such a vehicle has traditionally been quite large, but in recent years, with the advancement of vehicle control, the number of wires inside the vehicle has further increased, and currently stands at more than 300 Fi wires. Ishigami is becoming less unusual, and it is expected that several hundred more signal exchanges will be required in the future in order to perform intelligent train operation, including monitoring the status of each device, so these are shown in Figure 1 and If the conventional method as shown in Fig. @2 is used, there is a problem in that the burden of wiring inside the vehicle, the space, and the cost of laying the wires increase significantly.

Therefore, as a method to reduce the number of wiring as much as possible and to transmit a large number of signals, the method shown in Fig. 3 (a) has conventionally been used.
Vc as shown, multiple transmission stations STI~S
Connect T6 with a loop-shaped transmission line LO and create a transmission line. A so-called loop transmission system is known as a digital transmission system that sequentially sends and receives different data via A method of replacing part or all of the lead-through line has been proposed". In this figure 3 (bl).

101j data transmission station, 11 is a loop-shaped serial transmission line (loop transmission line), and the others are the first
It is the same as FIG. Note that 12 is an arrow indicating the direction of data transmission on the transmission path 11.

Each transmission station 10 also includes a processor MPU and a memory RAM, as shown in FIG. 4, for example.

ROM, direct memory controller DMAC.

It is constructed by coupling a transmission control device DLC to a computer consisting of an interface PIF and the like. Note that this DCL performs serial-parallel conversion of data received from the loop transmission line 11, error checking, and loop transmission line 11.
It performs functions such as parallel-to-serial conversion of data to be sent to the computer, data frame configuration (including generation of start/stop bits or flag bits, generation of error check bits or codes, etc.).For example, in LSI etc. It is constructed.

However, when this digital transmission system using a loop transmission path, the so-called loop transmission system, is applied to trains, data transmission is possible when reorganizing trains, such as combining multiple trains, dividing into multiple trains, adding or disconnecting cars, etc. There is a problem that it becomes difficult to maintain the system.

Figure 5 (at, (bl) is a redrawn version of Figure 3 (b) for explanation purposes, and C1 to C6 are vehicles connected for train formation (4 in Figure 3 (b)), ST1 ~ST6 is a transmission station installed in each vehicle (same <10
), Lo is a loop transmission line (also 11).

Assume that there is a six-car train as shown in FIG. 5(a), and that data is transmitted through the loop transmission line LoK. And, next, Son is the same figure (bl
As shown in Figure 1, it is assumed that vehicles C4 and C5 are separated 11 and divided into a forward train and a backward train.

In this case, the loop transmission line Lo would also be separated between these vehicles C4 and C5, making the transmission operation impossible due to the characteristics of the loop transmission system.

This also applies when trains are combined; in any case, a loop-shaped transmission path must be formed through all the vehicles that require data transmission within one train; Otherwise, the data transmission function will be lost.

Therefore, the conventional on-vehicle data transmission system has the disadvantage that it is difficult to employ the loop transmission method and put it into practical use.

The object of the present invention is to eliminate the drawbacks of the prior art described above, and to
[An on-board data transmission system using a loop transmission method that automatically reconfigures the loop transmission line in response to changes in train composition, and prevents loss of data transmission function even when train composition is changed. is to provide.

In order to achieve this object, the present invention provides a loop transmission line for integrating loop transmission lines in accordance with the connection of vehicles due to train reorganization, and for dividing the loop transmission line in accordance with the disconnection of vehicles. The present invention is characterized in that the reconfiguration means is provided in the vehicles that are to be disconnected from each other when the train is rearranged.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an on-board data transmission system according to the present invention will be described below with reference to the drawings.

FIG. 6(a), (bld An embodiment of the present invention, in the figure, 5T40 * Sr11.5T50, Sr11
is a reconfiguration transmission station *14 #It, is an auxiliary transmission line, and the rest is the same as the conventional example shown in FIG.

Figure 7 shows the reconfiguration transmission station 5T40゜5T41
．． In one embodiment of 5T50.5T51, transmission control device DL
C is provided on two sides of DLC2 in addition to DLCI, and each station ST40 and 5T4 forming a pair
1. and 5T50 and Sr11 are mutually coupled via the added DLC2 and the auxiliary transmission line 14゜l, among which the DLC2 of ST40 and Sr10 is for data transmission,
Since the 5T41 and 5T51 are for DLC2tri data reception, in the end, the 5T40 and Sr10 have two data transmission systems for one data reception system, and the Sr
11 and Sr11 differ from the other STIs to ST6 and the transmission station 10 of FIG. 4 in that they each have one data transmitting system for two data receiving systems. In addition to this, S
Since the r11 and 5T51 do not require an interface to the device 6 in the vehicle, the interface P for that purpose is
It also has a different configuration from other stations in that it does not have an IP.

Next, the operation will be explained.

Now, as in the case of FIG. 5, let us assume that an attempt is made to separate cars C4 and 05 and divide them into a front train and a rear train.

Then, for example, a train division command is issued from the transmission station STi of the vehicle C1 where the driver's cab is installed, and it is sent as data to the loop transmission line LO.
All stations receive the split command. And station 5T40゜5T41 *5T50.5T
In the 51, this division command is taken into the RAM via the DLC1, and the transmission path is determined by the processor MPU based on the program stored in the ROM.
At 40, the operation is switched so that the transmission data is output from the DLC2, and at 5T41, the reception data is input from the DLC2. Incidentally, FIG. 8 is a flowchart showing the above operation.

Therefore, as shown by the broken line in Figure 6(a), the data transmission line, which had previously been one loop transmission line Lo, was replaced with an auxiliary transmission line for the train ahead and the train behind. 14. After that, as shown in Figure (b), cars C4 and C5 are separated and the train is moved forward. Even if the train is divided backwards, the data transmission function using the loop transmission method operates normally, and it is possible to completely prevent the data transmission function from stopping due to the division of one train.

Next, as shown in Figure 6(b), we will explain the case where two independent trains, a front train and a rear train, are connected to form one train. The coupling command is also sent as data to the loop transmission line L0 of each of the front and rear trains, and as a result, 5T40.5
After T41.5T50°5T51 is switched to the coupling operation and the vehicles C4 and C5 are coupled as shown in FIG. Each loop transmission line by @ is integrated into one loop transmission line L0 as shown by a broken line.

Therefore, in this case as well, two loop transmission lines are simply integrated into one loop transmission line, so the data transmission function is always maintained normally from before the trains are combined until after the trains are combined, and data transmission is interrupted or disabled. This is completely prevented. In addition, at this time, a command is given only to one train 1, for example, 5T40 of the train in front, and 5T46 → 5T41 → S
Minor loop M flowing from T51 → ST50 → 5T40
Sends special connection confirmation data from Sr40 via LO, determines whether the connection between vehicles C4 and 05 is complete based on whether or not this data is returned to 5T40, and then transmits the data to the auxiliary transmission line based on the command from 5T40. 5 operations to cut 1411m and integrate into one loop transmission line
T41.5T50°Sr11 may be used. Incidentally, FIG. 9 shows the above operation in the form of a flowchart.

By the way, in the above embodiment, the reconfiguration station 5T40.5T41.5T is used as a means for reconfiguring the loop transmission line when vehicles are disconnected due to train reorganization.
50,5T51 was used, but 1 ru may be used instead.

FIG. 10 shows an embodiment of the present invention using a relay.

Like the conventional example shown in FIG. 2, this train is organized into units, and each unit can be connected and disconnected.

In this FIG. 10, Ry21, 22. Ry31゜3
2, R, 41, 42, R, 51, 52 are relays for switching transmission paths, 6 to 6 are auxiliary transmission paths, and the rest are the same as the embodiment shown in FIG. Oh, these relays R921~
The relay is not limited to a general electromagnetic relay, but may be any contactless type such as an electronic relay, or if the transmission path is an optical transmission type, any type of relay may be used.

And relay Ry 21 *2 provided in vehicle C2
2 is controlled by the transmission station ST2 to switch the loop transmission line to the transmission line going to another vehicle, or to switch the auxiliary transmission line l! The other relays Ry3~ are similarly controlled by the transmission stations ST3~ provided in the respective vehicles 03~, and perform the switching operation of the transmission line.

Therefore, the same as the case of the embodiment shown in FIG.

When vehicles C4 and 05 are separated to rearrange the train into a front train and a rear train, a division command is given to transmission stations ST4 and Sr1 of these vehicles C4 and 05, and relays R741 and 42. And relay R, 51, 52
are the auxiliary transmission line 14 and l!, respectively. It is switched to +,
Until then, one loop transmission line was formed for all vehicles C1 to C6, but now it is an auxiliary transmission line! Loop transmission line and auxiliary transmission line in the front train according to 4! , the loop transmission line inside the rear train is divided into two loop transmission lines.

Therefore, even if the vehicles C4 and C5 are subsequently separated and rearranged into a front train and a rear train, there is no risk that the data transmission function will be lost.

In addition, when connecting car C4 of the front train and car c5 of the rear train, after the connection of these cars C4 and C5 is completed, relays R, 41 and 42 are connected by Sr1 and Sr1.
．． Add relays R951 and 52 to the auxiliary transmission line 1411@
If you switch from
Since the independent loop transmission lines are integrated into one loop transmission line, there is no risk of data transmission function being lost before or after the train rearrangement.

At this time, it is necessary to confirm the completion of the connection between vehicles C4 and C5 before switching relays R, 41, 42, 51, and 52, but it is not possible to confirm the completion of the connection at this time only by using this loop transmission system. It is difficult to do so, and for this purpose, it is possible to use some kind of connection detection means, such as using a separately provided drawer, and use that to give commands to 08T4 and Sr1.

In this embodiment, the switching of the transmission path is done directly by the relay, which has the disadvantage of causing temporary data loss during switching operation, but the relay is the only hardware required to divide and integrate the loop transmission path. This has the advantage that the finished configuration can be extremely simplified.

Next, No. 11 (9) is another embodiment of the present invention, in which a reconfiguration transmission station 5T40.5T41, when a bypass type loop transmission system is applied to the embodiment of FIG.
5T50 and 5T51 are shown.

As shown in FIG. 12, this loop transmission system using the bypass method consists of the following:
Each of T6 is provided with bypass switching circuits BRy1 to BRy6 for bypassing those transmission stations.

Generally, in a loop transmission system, if even one of the transmission stations included in the loop transmission line fails, the loop transmission line is interrupted and data transmission becomes impossible.

Therefore, in this bypass method, when a failure occurs in one of the transmission stations, for example Sr1, the bypass switching circuit BRY4 of that transmission station is switched to the bypass side as shown in FIG. The loop transmission path is maintained. It goes without saying that any type of bypass switching circuit BRV 1 can be used depending on the transmission system, such as a contact type single-magnetic relay, a non-contact type electronic switch circuit, or an optical switch. do not have.

Now, returning to the example in FIG. 11, R, 401, Ry4
02, Ry411. Ry412 is a, b, N, respectively.
This is a bypass control relay having three switching positions (C), and the rest is the same as the embodiment shown in FIG.

Therefore, as shown in Figure 13, these relays can be controlled to the KFia position and NC position when the transmission station is operating normally, and to the b position and NC position when the transmission station is out of order. , during normal operation, operates in the same way as the embodiments shown in FIGS. 6 and 7,
When a failure occurs, that station will be bypassed and operate to maintain the loop transmission path.

Therefore, according to this embodiment, while the transmission station is operating normally, the loop transmission lines are automatically divided and integrated in response to the connection and disconnection of vehicles when the train is rearranged. It is possible to obtain a system that not only maintains the data transmission function but also has the advantage of the bypass method that the loop transmission path can be maintained even when the transmission station 7jl fails.

By the way, in a data transmission system using the loop transmission method, as shown in Figure 14 (a), the loop transmission path is duplicated so that even if a failure occurs in the transmission path or transmission station, data transmission will not be hindered. A so-called reverse double loop transmission system is known. This 14th
Figure (L, in al.

L! are the respective loop transmission lines provided doubly, and correspondingly, each transmission station STI to ST6 also has two loop transmission lines.
There are multiple systems, and these are controlled by the transmission control unit TCo* TC.
It is expressed as t't~TCa+ -TCet.

FIG. 14(b) shows the application of this reverse double loop transmission system to an on-vehicle data transmission system. In addition, in this Fig. 14(b), the connector cover for each vehicle is CP.
It is expressed as ij (where ij is the vehicle number before and after the connector).

FIG. 15 shows an example in which the present invention is applied to the on-board data transmission system shown in FIG. 14(b) to divide a train. Indicates the condition. That is, in this embodiment, vehicles C4 and C
Immediately before disconnecting the transmission line 5, the transmission line is loop-backed at the transmission station STI of the vehicle C1 and the transmission station ST4 of the vehicle C4, and the loop transmission line is established so that data transmission is performed along the route shown by the thick line in the figure. This is because we perform the division of .

In this way, when a train is divided, one loop transmission system will be lost, but the data transmission function will be completely maintained, and it will be possible to prevent the deterioration or loss of the data transmission function due to the rearrangement of one train. can.

Figure 16 shows the 2 used in the embodiment of Figure 15.
This shows an example of the transmission station ST4, which is a multiplex system, and the other transmission stations STI to ST6 can be considered to be the same.

As is clear from FIG. 16, the transmission control units TC41 to TC4t forming this duplex transmission station
correspond almost to the conventional transmission stations shown in the fourth factor, and the difference is that these transmission control units TC, , TC4! An interface PIF12 for enabling data transmission between. PIF22
is being added.

When the above-mentioned loopback is performed, data flows along the route shown by the dashed line arrow in FIG. 16, and a divided loop transmission system shown by the thick line in FIG. 15 is formed.

Therefore, according to this embodiment, the loop transmission lines can be divided and integrated without providing any additional equipment, and the configuration is simple.

Next, FIGS. 17(a) and 17(b) show an embodiment of the present invention in which the double loop remains unchanged, and FIG. 17(a) shows a double loop system added to the embodiment of FIG. 6. It is the one that has been applied,
The same example ((b) is a double loop system of the embodiment shown in FIG. 10).

Therefore, according to these embodiments, it is possible to obtain a system that has the advantages of a double loop system in addition to the effects of the embodiments of FIGS. 6 and 10. In addition, the 17th
In the example of figure (b), RY410.411,42
0 and 421 are each a relay.

By the way, in the embodiment shown in FIG. 17 (bl), the loop transmission line is divided and integrated using four relays RY410, 411, 420, and 421, but instead of this, Connector CP□ shown in figure (b)
FIG. 18 shows an embodiment of the present invention in which loop transmission paths are divided and integrated by ~cpI+, for example, cp.

In this FIG. 18, CP is the connector part of the vehicle C4.

Reference numerals 81 to S4 are changeover switches for plugs P and jacks J as shown in the nineteenth direction (a) and (b). In addition, Fig. 19 (a) shows a state in which plug P is removed from jack J and contacts C are closed, and Fig. 19 (b) shows a state in which plug P is inserted into jack J and contacts a and C are closed. Indicates closed state.

When the vehicle C4 is disconnected, the plugs P constituting these changeover switches 81 to S4 are
When the jack J is pulled out as shown in Fig. 18, the changeover switches S1 to S4 are switched as shown in Fig. 18, and the loop transmission line is divided while remaining in a double loop, and vehicles C4 and C5 are connected. In some cases, if the plug P is inserted into the jack J as shown in FIG. 19(b), the changeover switches S1 to S54
Fi contacts a and C are switched, and the double loop transmission path is integrated. Note that one or more operations are illustrated in FIGS. 20(a) to (cl).

Therefore, according to this embodiment, the connector CP for a vehicle
The structure is simple because only lj needs to be changed), and costs can be reduced easily.

Note that this embodiment is applicable not only to the double loop transmission method but also to the 10th
The single loop system shown in the figure can also be applied, and in this case, the changeover switches S2 and 83 in FIG. 18 may be removed and only the switches S1 and 84 may be used.

As explained above, according to the present invention, even if a data transmission system using a loop transmission method is applied to trains, it is possible to eliminate the risk of deterioration or loss of data transmission function when dividing or integrating trains. Therefore, it is possible to easily provide a loop transmission type on-board data transmission system that can arbitrarily rearrange five trains without the drawbacks of the prior art.

[Brief explanation of drawings]

Figures 1 and 2 are blocks 1 and 3 respectively showing a conventional example of an on-board data transmission system using a lead-in line inside the vehicle, and Figures 3 (a) and (b) are the concept of a data transmission system using the Vi loop transmission method. Figure 4 is a block diagram showing a conventional example of an on-vehicle data transmission system using the same, Figure 4 is a block diagram showing an example of the transmission station, Figure 5 (al
, (bl is an explanatory diagram showing the problems of the conventional example, Fig. 6 (
a>, (b) are block diagrams showing one embodiment of the on-vehicle data transmission system according to the present invention, FIG. 7 is the same (block diagram showing one embodiment of the transmission station, FIGS. 8 and 9 are the same) A flowchart for explaining the operation, FIG. 10 is a block diagram (9) showing another embodiment of the present invention, FIG. 11 is a block diagram also showing an embodiment of the transmission station, and FIG. 12 is a loop transmission using a bypass method. A conceptual diagram of the system, Figure 13 is an explanatory diagram of the operation of Figure 11, and Figure 14 (
a) t (b) is a conceptual diagram showing an example of a reverse double loop transmission system and a block diagram showing a conventional example of an on-vehicle data transmission system to which the same is applied. Block diagram showing one embodiment of the invention, No. 16
The figures are the same (a block diagram showing one embodiment of the transmission station; FIG. 17 is a block diagram showing other embodiments of the present invention; FIG. 18 is a block diagram showing another embodiment of the present invention; FIG. 18 is a block diagram showing one embodiment of the transmission station; Block diagrams showing one embodiment of the present invention, FIGS. 19(a) and 19(b) are the same (explanation of the changeover switch in FIG. 1, and FIG. 20(a) = (b) are the same (operation explanatory diagrams STI~ST6...Transmission station, Lo-L. L!...Loop transmission line, Sr11.8T51...Transmission station for reconfiguration, Cl-C6...Vehicle. Figure (a) Figure 6 Figure 7 a; 18 Figure 9 Figure 0 Figure 11 Figure 6 to Figure 12 Figure 14 (a) (b) 1 Figure 15 Figure 16 Figure 17 (a) (b) Fig. 18 Fig. 19 Fig. 20 (C) dl*@lh('4W'))

Claims (1)

[Scope of Claims] 1. In an on-board data transmission system that uses a loop transmission method to transmit data between a plurality of vehicles in a train composition, connection of vehicles due to train composition changes is possible. An on-vehicle data transmission system comprising loop transmission path reconfiguration means for integrating loop transmission paths for data transmission in accordance with the vehicle and dividing the loop transmission path for data transmission in accordance with separation of the vehicle. system. 2. In claim 1, the loop transmission line is configured by a reverse two-wheel loop transmission system, and the loop transmission line reorganization means is provided on each loop transmission line. On-vehicle data transmission system. 3. In claim 1 or 2. The loop transmission path reconfiguring means includes first and second transmission stations inserted into each of the outbound and return paths of a loop transmission path installed in a vehicle having a connecting portion, and 1. An on-vehicle data transmission system comprising: a transmission path connecting a first transmission station and a second transmission station. 4. In claim 1 or 2, the loop transmission path reconfiguring means is configured to reconfigure an outgoing path and a returning path of a loop transmission path installed in a vehicle having a connecting portion. An on-vehicle data transmission system comprising first and second changeover switch circuits provided respectively, and a transmission line connecting the first and second changeover switches. 6. The on-vehicle data transmission system according to claim 3, further comprising a switch circuit that connects the first and second transmission stations. 6. Claim 3. Item 1 is characterized in that the loop transmission line is configured by a reverse double loop transmission method, and the transmission line reorganization means is configured with a switching circuit that loops back the reverse double loop transmission line. 7. In claim 4, the above-mentioned first and second
An on-vehicle data transmission system characterized in that the changeover switch circuit is constituted by a connector device for connecting and disconnecting a transmission line installed in a vehicle connection part.