KR100965555B1 - System and method for transmitting the train error data in real time using the trs - Google Patents

Abstract

The present invention relates to a redundant transmission system of real-time train failure information using TRS that can quickly transmit real-time failure information generated in a running vehicle, the vehicle computer which is installed in the front and rear head cab of the train to control the train operation, respectively. An apparatus; The front head and the back head are respectively installed to be connected to one side of each of the onboard computer devices to detect a failure of the onboard computer device, and to detect the fault information in the driving information received from the onboard computer device to detect a fault message in the form of a short message. Generating TRS; A TRS communication network for wirelessly transmitting a failure signal generated in the TRS; Train failure information analysis system 200 is installed in the control room to receive the failure signal through the TRS communication network, the TRS of the rear head cab when the on-board computer device or TRS of the front head cab is broken. It relates to a redundant transmission system of real-time train failure information using the TRS characterized in that to generate and transmit to the train failure information analysis system 200.

Train, TRS, fault signal, redundancy

Description

Dual transmission system and method of real-time train failure information using TRS {SYSTEM AND METHOD FOR TRANSMITTING THE TRAIN ERROR DATA IN REAL TIME USING THE TRS}

The present invention relates to a redundant transmission system and method for real-time train failure information using TRS, and more particularly to transmitting fault information generated in a running train to a control room and a vehicle base using a voice call TRS installed in a train. The present invention relates to a dual transmission system and method for real-time train failure information using TRS.

Prior art train failure information is transmitted to the control room or the vehicle base in a non-real time, and this causes a problem that the reliability and practicality is inferior as a large time delay occurs until the failure process.

In general, the fault information is reported to the control room or the vehicle base by the engineer, and the maintenance person analyzes the fault information recorded in the onboard computer device to cope with the fault.

Recently, train failure information is not only used for troubleshooting information, but it is also used as information such as preventing the occurrence of failure by predicting statistics through the quick response to real-time failure information, helping customers' safety and safe train operation. Real-time and reliability of fault information is required.

However, in the past, the engineer prepares oral or report the fault information displayed on the dashboard or onboard computer device, and when the train arrives at the vehicle base, the inspector sends the fault information from the onboard computer device to the portable memory or IC card. Fault information was delivered by humans in such a way that it could be downloaded and analyzed on the ground analysis computer.

This conventional method takes a lot of time from the occurrence of the fault to troubleshooting, and wasted a lot of manpower.

In addition, the train may be operated in a disabled state at the subjective judgment of the engineer, and may be exposed to a dangerous situation.

 Recently, as a technology for improving the above scheme, a technique for automatically transmitting fault information by installing a wireless network facility or RF devices is introduced.

As shown in FIG. 1, a vehicle computer, a fault diagnosis device, a terrestrial analysis system, and an RF transmitter / receiver are included.

The failure information acquisition device acquires the failure information from the onboard computer device, and transmits the failure information to the failure information analysis device on the ground through wireless communication.

However, when the radio transmitter installed on the train and the radio receiver on the ground are adjacent within a communication allowable distance, fault information can be transmitted, which is limited to a distance or an area, and requires a separate device and equipment. In addition, when a failure occurs in the transceiver, the failure information cannot be transmitted.

Also, as shown in FIG. 2, a method of transmitting fault information to a control room wirelessly by an engineer using a separate wireless transmission device has been introduced. However, the service area is limited or a separate additional facility is required, so the practicality is low. Low reliability because there is no alternative to device failure.

In particular, the TRS installed in the train will provide other radios and wireless voice services, or provide train failure information transmission service through the ground train failure analysis system.The TRS used for the real-time transmission of train failure information will be Real-time services can be provided and no additional costs for additional equipment or equipment are incurred by using the TRS installed in the train.

However, the service cannot be provided in a situation such as a failure of the TRS, and the reliability of the service is inevitably deteriorated.

Therefore, an object of the present invention for solving the above problems is to provide a more reliable real-time failure information analysis service by redundantly transmitting the train failure information using the TRS installed in the front and rear head cab of the train, respectively. .

Therefore, the present invention by the above-described problem solving means and the vehicle computer apparatus is installed in the front and rear head cab of the train so as to control the train operation; The front head and the back head are respectively installed to be connected to one side of each of the onboard computer devices to detect a failure of the onboard computer device, and to detect the fault information in the driving information received from the onboard computer device to detect a fault message in the form of a short message. Generating TRS; A TRS communication network for wirelessly transmitting a failure signal generated in the TRS; Train failure information analysis system 200 is installed in the control room to receive the failure signal through the TRS communication network, the TRS of the rear head cab when the on-board computer device or TRS of the front head cab is broken. It is achieved by a redundant transmission system of real-time train failure information using the TRS, characterized in that for generating and transmitting to the train failure information analysis system 200.

The redundant transmission system and method for real-time train failure information using the TRS of the present invention by the above-mentioned problem solving means can not only quickly deal with real-time failure information generated in a running vehicle, but also important information for preventing accident occurrence due to a failure. It can be used as.

In other words, reliable real-time failure information can be used as important information necessary to ensure the safety of passengers and train operation.

In addition, since the redundant transmission system of real-time train failure information using the TRS of the present invention uses a TRS that is already installed and used in a vehicle, there is little burden on manpower or cost in installation or operation, and light rail of an unmanned operating system that is recently increasing. Reliable real-time failure information of the present invention in the field will be utilized as more important information.

The reliable information transmission function of the present invention can be applied to a field such as a disaster occurrence alarm such as a fire that can occur in a vehicle or a remote site such as a subway, a train light rail, etc. currently using a radio, and through a reliable real-time disaster alarm Prompt response can be expected to have the effect of preventing or reducing significant damage to life and property.

Hereinafter, an embodiment of a redundant transmission system and method for real-time train failure information using a TRS of the present invention will be described in detail with reference to the accompanying drawings.

3 is a system configuration diagram of a redundant transmission system for real-time train failure information using the TRS of the present invention. As shown in the drawing, the on-vehicle computer device 101 and the TRS 100 installed in the front of the train, Tetra network for transmitting voice or data signals wirelessly from the on-vehicle computer device 201 and the TRS 200 and the TRSs 100 and 200 installed in the cab of the back of the head, and voice or data from the TRS through the tetra network. It consists of a failure information analysis system 20 of the control room receiving the signal wirelessly and analyzing the failure signal.

In this case, the vehicle computer apparatus 101 and the TRS 100, the vehicle computer apparatus 201 and the TRS 200, and the TRSs 100 and 200 of the front and rear head cabs respectively perform RS485 communication.

The on-vehicle computer devices 101 and 201 are equipped with a central control device, and are a general computer device for controlling train operation in accordance with the operation information including the route information of the train and generating failure information during operation.

The TRS (Train Radio System) connected to one side of the onboard computer device 101 is a wireless communication device for trains installed in the engine room of a train to support voice calls and wireless data communication required for driving a vehicle. Each is installed.

To this end, the TRS 100 includes a train radio apparatus 110 and a radio 120.

The train radio apparatus 110 is connected to the onboard computer device 101 to receive driving information from the onboard computer device 101, detects the fault information in the driving information, converts it into a fault signal, and then the radio 120. Or at the same time as transmitting to the radio 220, the failure signal is commanded to be transmitted to the train failure information analysis system 200.

In addition, the train radio apparatus 110 detects a failure of the onboard computer apparatus 101 or the radio 120 to be described below, and transmits their status to the train radio apparatus 210 of the back of the head, the radio 120 When the fault signal transmits the fault signal to the train radio apparatus 210 so that the fault signal is transmitted to the train failure information analysis system 200 through the radio of the rear head 220.

In addition, the train radio apparatus 110 provides a radio control and communication user interface, communication with the train radio apparatus in the rear head cab (opposite cab), and performs a control function of the vehicle broadcasting apparatus (guidance broadcast of a train cabin, etc.), Depending on the function, the voice or data is transmitted to the radio 110 or the train radio apparatus 210 through the data communication line and the voice transmission line.

Here, the data communication line and the voice transmission line according to the function means that the voice transmission line is used when the voice signal is transmitted by the engineer, and the data communication line is used when the short message is transmitted for the failure signal transmission.

Accordingly, as shown in the drawing, the driver's voice or the voice signal for the guidance broadcast through the radio 120, the train radio apparatus 210 of the rear head cab, and the train broadcasting apparatus for cabin broadcasting are transmitted through the voice line, and the on-board computer device 101 or Transmitting operation information including fault information from the radio 120, generating the fault information as a short message for the short message and transmitting the data to the radio 120 or the rear head train wireless device 210 through a data communication line. do.

The radio 120 is a communication terminal device that is responsible for the function of delivering to the TRS communication network according to the voice and data communication transmission request from the train radio device 110, and delivers voice and data communication from the train radio device 110 RS232 communication with the train radio apparatus 110 to receive.

The onboard computer devices 101 and 201 and the TRSs 100 and 200 are installed in the front head cab and the back head cab, respectively, and the TRS 100 is installed with the onboard computer device 101 and the TRS 200 of the opposite cab, respectively. RS485 is connected by serial line for serial communication.

That is, the train radio apparatus 110 and the train radio apparatus 210 are connected by an RS-485 communication line so that the TRS 100 and the TRS 200 may perform serial communication.

These train radios monitor the system between the front and rear head cabs through wireless communication, and send and receive commands required to operate the redundant system.

Since the on-vehicle computer device 201 and the TRS 200 of the rear head cab have the same function as the on-vehicle computer device 101 and the TRS 100 of the front head cab, detailed descriptions thereof will be omitted.

However, the train radio apparatus 210 of the TRS detects a communication disconnection due to a failure from the train radio apparatus 110 of the TRS 100 and then transfers data from the front head cab to the onboard computer device 201. Operate to receive driving information.

In addition, the voice or data signal transmitted from the train radio apparatus 110 is transmitted to the failure information analysis system 20 on the ground through the radio 220.

The TRSs 100 and 200 are classified into an active TRS and a standby TRS according to whether a MASCON (Master Control) signal is input.

The MASCON signal is inputted from the cab where the engineer has entered the mascon key, and the opposite cab is not generated.

That is, the TRS 100 of the front head cab that the driver drives and operates as the main TRS, and the TRS 200 of the back head cab is operated as the secondary TRS.

In the normal case, the fault information is detected from the driving information received from the onboard computer device 101 to the train radio apparatus 110 of the TRS 100, and the fault information is converted into a fault message in the form of a short message and the radio ( 120 is immediately transmitted to the ground fault information analysis system 504.

However, when a communication failure of the primary TRS 100 or a failure of the on-board computer device 101 occurs, the failure signal is transmitted through the TRS 200 which is a secondary TRS.

That is, as shown in Figure 5, if the failure of the radio 120 in the main TRS (100), the main TRS (100) is operated in the transfer mode and the transfer from the train radio device 110 to the sub-TRS (200). The command is sent.

As the transfer command is received by the sub-TRS 200, the failure information of the on-vehicle computer device 101 generated thereafter is transmitted to the sub-TRS 200 via the train radio apparatus 110.

That is, when a failure occurs in the radio 120 in the main TRS 100, even if the wireless data communication is transmitted from the train radio device 110 of the main TRS (100) to the radio 120, the train failure information analysis system 200 Since the communication cannot be made, the radio failure information is transmitted to the train radio apparatus 210 of the secondary TRS 200 through the train radio apparatus 110.

When the radio failure information is transmitted to the train radio apparatus 210 of the secondary TRS 200, the communication is switched to the TRS 200. After that, the fault signal and the signal transmission command data of the train radio apparatus 110 are described above. The train is transmitted to the wireless device 210 is transmitted to the train information analysis system 200 through the radio 220.

As shown in FIG. 6, when a failure occurs in the train radio apparatus 110 of the main TRS 100, it is switched to the secondary TRS 200.

When a failure occurs in the train radio apparatus 110 in the main TRS 100, the train radio apparatus 210 of the secondary TRS 200 is disconnected from the train radio apparatus 110 of the main TRS 100 and the TRS ( 200).

That is, the train radio device 210 of the secondary TRS 200 is a failure of the main TRS 100, in particular the train radio device 110, if the communication with the train radio device 110 of the main TRS (100) for more than a certain period of time. Will be judged.

Accordingly, the driving information from the onboard computer device 201 is transmitted to the train wireless device 210 of the secondary TRS 200. The failure information detected in the driving information is converted into a failure message in the form of a short message to convert the radio 220. It is transmitted to the train failure information analysis system 200 through.

When a failure occurs due to a poor power supply to the main TRS 100 as shown in FIG. 7, the train wireless device 210 of the secondary TRS 200 communicates with the train wireless device 11 of the main TRS 100. Disconnected and transferred to secondary TRS 200.

That is, the train radio device 210 of the secondary TRS 200 is determined to be a failure of the main TRS 100 if communication with the train radio device 110 of the main TRS 100 continues for a predetermined time or more.

Accordingly, the fault information among the driving information received from the onboard computer device 201 to the train radio apparatus 210 of the secondary TRS 200 is converted into a fault signal and transmitted through the radio.

As shown in FIG. 8, when a failure occurs in the on-vehicle computer device 101 that communicates with the primary TRS 100, the secondary TRS 200 is switched to the secondary TRS 200.

That is, the train wireless device 110 in the main TRS (100) is determined to be a failure if the communication with the onboard computer device 101 for a predetermined time or more for a predetermined time, and accordingly the secondary TRS (200) from the train wireless device (110) The failure information of the onboard computer device 101 is transmitted to the train wireless device 210 of FIG.

Accordingly, the driving information is transmitted from the on-vehicle computer device 201 to the train wireless device 210 of the secondary TRS 200, and the failure information detected in the driving information is converted into a failure signal and transmitted through the radio 220. do.

9 is a flowchart illustrating a duplex transmission method of real-time train failure information using the TRS of the present invention.

As shown in the figure, the TRSs 100 and 200 are classified into an active TRS and a standby TRS according to whether a MASCON (Master Control) signal is input.

The MASCON signal is inputted from the cab where the engineer has entered the mascon key, and the opposite cab is not generated.

That is, the TRS 100 of the front head cab that the driver drives and operates as the main TRS, and the TRS 200 of the back head cab is operated as the secondary TRS.

When the train runs (S10), the onboard computer devices (101, 201) transmits the driving information to each TRS (100, 200), TRS train radio device (110, 210) of the failure information of the operation information Will be detected.

In addition, the train radio device (110, 210) is to transmit a voice signal, such as a guide broadcast to each room of the train.

In this state, when a failure occurs in the on-vehicle computer device 101 that communicates with the main TRS 100 (S20), it is transferred to the second TRS 200 to perform the rear head cab driving step (S12).

That is, in the back of the head cab operating step (S12) as the communication wireless device 110 and the on-board computer device 101 in the main TRS (100) for more than a certain period of time the communication is disabled, the train wireless device 110 onboard It is determined that the computer device 101 has failed, and accordingly, the train wireless device 110 notifies the train wireless device 210 of the secondary TRS 200 of the failure of the onboard computer device 101.

Accordingly, the train wireless device 210 generates the fault information received from the on-board computer device 201 of the secondary TRS 200 as a fault signal after receiving the fault information of the on-vehicle computer device 101, and then the radio 220. To pass.

In accordance with the operation of the rear head cab, the radio 220 performs a failure signal transmission step S60 of transmitting the received failure signal to the train failure information analysis system 200.

In addition, when the on-board computer device 101 is not a failure, when a failure of the radio 120 in the main TRS 100 occurs (S30), the main TRS 100 is operated in a transfer mode and transferred to the sub-TRS 200. Transmitting the command to perform the radio communication of the head via the radio 220 to the rear head radio communication step (S31).

Therefore, when the sub-TRS 200 receives the transfer command, the TRS 200 plays a role of communication of the main TRS 100, and the failure information transmitted from the on-vehicle computer apparatus 101 generated at this time is the train radio apparatus 110. After generated as a fault signal in the), it is transmitted to the train radio apparatus 210 of the sub-TRS.

That is, when a failure occurs in the radio 120 in the main TRS 100, even if the wireless data communication is transmitted from the train radio device 110 of the main TRS (100) to the radio 120, the train failure information analysis system 200 Since it becomes impossible to communicate with, the train radio apparatus 110 informs the radio transceiver 210 of the main TRS 100 to the train radio apparatus 210 of the secondary TRS (200).

The train radio apparatus 210 of the secondary TRS 200 causes the communication transfer to the TRS 200 as the radio 120 fault information is transmitted from the train radio apparatus 110 of the main TRS 100, and After receiving the fault signal and a signal transmission command from the train radio apparatus 110 to thereby transmit the fault signal to the radio 220.

When the radio 220 receives the fault signal, the fault signal transmitting step S60 is transmitted to the train failure information analysis system 200.

In addition, when a failure occurs in the train radio apparatus 110 of the main TRS (100) (S40), it is transferred to the secondary TRS (200) to perform a back head cab operating step (S41) to operate in the back head cab.

Therefore, when a failure occurs in the train radio apparatus 110 in the main TRS 100, the train radio apparatus 210 of the secondary TRS (200) is disconnected from the train radio apparatus 110 of the main TRS (100) and the TRS It is switched to 200.

That is, the train radio device 210 of the secondary TRS 200 is a failure of the main TRS 100, in particular the train radio device 110, if the communication with the train radio device 110 of the main TRS (100) for more than a certain period of time. Will be judged.

Accordingly, the train radio apparatus 210 of the secondary TRS 200 detects fault information among the driving information received from the onboard computer apparatus 201, generates a short message in the form of a short message, and transmits the fault signal to the radio 220. .

The radio 220 receives the failure signal and performs a failure signal transmission step (S60) of transmitting the failure signal to the train failure information analysis system 200.

When all of the on-board computer device 101, the radio 120, and the train radio device 110 operate normally, a failure or normal recovery state is generated in the driving information received by the main TRS 100 from the on-board computer device 101. TRS of the present invention by performing the fault signal transmission step (S50) to generate a fault signal in the form of a short message to immediately transmit to the ground fault information analysis system 504 through the radio 120 when detecting fault information indicating This completes all the steps of the redundant transmission method of real-time train failure information.

1 and 2 is a configuration diagram of a conventional train failure information transmission system,

3 is an overall configuration diagram of a redundant transmission system of real-time train failure information using the TRS of the present invention,

4 is a view showing a vehicle computer apparatus and a TRS of the front head cab of FIG.

5 is a diagram illustrating a failure signal transmission method in the event of a radio failure of the front head cab;

6 is a diagram illustrating a failure signal transmission method when a train radio apparatus in a front head cab fails;

Figure 7 shows a failure signal transmission method when the TRS failure of the front head cab.

8 is a diagram illustrating a failure signal transmission method when a vehicle computer apparatus breaks down in the front head cab;

9 is a flow chart of a real-time transmission method of train failure information using the TRS of the present invention.

* Description of the drawing symbols *

100, 200: TRS 101,201: onboard computer device

110, 210: train radio device 120, 220: radio

Claims (5)

Front head vehicle computer device which is equipped with a central control unit to control the train operation, respectively located in the front and rear head of the train to control the train operation according to the operation information including the route information of the train and to generate fault information during operation; A posterior head vehicle computer device; A main unit connected to one side of the frontal headboard computer device for detecting a failure of the frontal headboard computer device and generating a short message in the form of a short message by detecting the failure information among the driving information received from the frontal headboard computer device TRS; When the front computer's onboard computer device or main TRS fails, the communication with the main TRS is switched, and the back head vehicle's computer is configured to detect fault information from the driving information received from the back head computer device and generate a short message type. A secondary TRS connected to one side of the device; A train failure information analysis system (200) installed in a control room to receive the failure signal from either the main TRS or the sub TRS; TRS communication network for wirelessly transmitting the failure signal generated in the primary TRS or secondary TRS to the train failure information analysis system 200 Redundant transmission system of real-time train failure information using TRS, characterized in that consisting of. The method of claim 1, The main TRS, A frontal head train wireless device connected to the frontal head onboard computer device for detecting a failure of the frontal head onboard computer device and converting the failure information of the driving information transmitted from the frontal headboard computer device to a failure signal; It is composed of a front head radio which is connected to the front head train radio device to transmit the fault signal to the TRS communication network, When the front head train radio apparatus detects a failure of the front head vehicle computer device or the front head radio, the TRS of the front head vehicle computer device and the front head radio together with the fault information is transmitted to the head TRS of the head cab. Redundant transmission system of real-time train breakdown information. 3. The method of claim 2, The secondary TRS is, A rear head transceiver that transmits a failure signal transmitted from a main TRS to a TRS communication network when the failure information of the front head transceiver is received; One side is connected to the front head train wireless device to receive the fault information of the front head vehicle computer device and the front head radio and detect the failure of the front head train radio device. When the fault information is received, the communication from the main TRS is switched, the fault information is detected from the driving information received from the vehicle head computer apparatus, and the fault signal is generated and transmitted to the rear head radio, and the front head radio is In the event of a malfunction, the rear head train radio device is connected to the rear head radio and the back headboard computer device to receive a failure signal from the front head train radio device and to transmit it to the rear head radio. Dual transmission system of real-time train failure information using TRS, characterized in that consisting of. The front and rear train radio devices receive the operation information including the failure information from each onboard computer device located in the front and rear heads, respectively, and convert the failure information into a failure signal. A train operation step (S10) of transmitting the fault signal and transmitting the fault signal to a train failure information analysis system 200 through a TRS communication network; When a failure occurs in the front head vehicle computer apparatus (S20), the front head train radio apparatus transmits the front head vehicle computer failure information to the rear head train radio apparatus, and the rear head train radio apparatus is transferred to the head TRS of the rear head operator's cab. A first rear head cab operating step (S21) for transmitting a failure signal generated by the train radio apparatus to the train failure information analysis system 200; When the frontal head onboard computer device operates normally and a failure occurs in the frontal head radio (S30), the rear head train wireless device receives the fault information of the frontal head radio and the fault signal of the frontal headboard computer device from the frontal head radio. Using the back of the head radio to transmit a failure signal to the head radio (S31); When the frontal head computer device and the frontal head radio are normally operated and a failure occurs in the frontal head radio device (S40), the second head head cab operating step (S41) which is transferred to the head TRS of the back head cab and is operated in the back head cab. ; When the front head vehicle computer device, the front head train radio device and the front head radio of the main TRS are all operating normally, the front head train radio device performs a fault signal transmission step (S50) of transmitting a fault signal to the train failure information analysis system 200. Redundant transmission method of real-time train failure information using a TRS. The method of claim 4, wherein The second rear head cab driving step (S41), When the front head train radio system or the onboard computer device fails and cannot transmit a fault signal, the rear head train radio device disconnects communication with the main radio TRS of the front head cab and transfers to the head TRS of the back head cab. ; A duplex transmission method of real-time train failure information using TRS, wherein the rear head train radio apparatus which detects the failure information among the driving information transmitted from the rear head vehicle computer device generates a failure signal and transmits the failure signal to the rear head radio.

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