KR102059192B1 - Communication monitoring device of railway vehicle - Google Patents

Abstract

Various embodiments of the present invention relate to a communication monitoring device for a railroad vehicle, and a technical problem to be solved is a cab computer and a trained vehicle computer of a railroad car, a trained computer computer and various input / output devices of a trained vehicle, or a cab computer. To provide a communication monitoring device between the various input and output devices of the cab.
To this end, the present invention is a main station; A sub station connected to the main station through a communication line and communicating with the main station in a high-level data-link control (HDLC) transmission mode among RS485 transmission methods; A signal converter connected in parallel to the communication line to receive the HDLC signal and convert the HDLC signal into an RS232 or UART signal; A monitoring unit which receives an RS232 or UART signal from the signal converter and monitors and stores an abnormality of the HDLC signal, a communication state, and communication contents; And a display unit for receiving and displaying a monitoring result from the monitoring unit.

Description

Communication monitoring device of railway vehicle

Various embodiments of the present invention relate to a communication monitoring apparatus for a railroad vehicle.

In general, a railway vehicle includes a train control system (TCMS) consisting of a main computer (TC) arranged in a cab and a car computer (CC) installed in a plurality of trains. . Such a train control system is an information management system for the purpose of driving control, driving assistance, and vehicle inspection of a railway vehicle, and ultimately takes responsibility for the performance of the railway vehicle, requiring very high reliability and stability. In addition, such a train control system monitors the operation information of the entire railway vehicle and the operation state of the main equipment, and provides the driver with the operation information of the railway vehicle and the operation state of the main equipment through a display device in the cab in real time.

In particular, a number of input and output devices are connected to the above-described TC and CC, the accuracy of mutual communication by these plays a very important role in safe operation. That is, TC, CC and / or a plurality of input and output devices exchange information between each other through a given communication scheme, and TC and CC performs various control and management based on these communication signals, so that the communication accuracy between them This can seriously interfere with safe operation.

The above-described information disclosed in the background technology of the present invention is only for improving the understanding of the background of the present invention, and thus may include information that does not constitute the prior art.

An object of the present invention is to provide a communication monitoring device for a railway vehicle. That is, an object of the present invention is to provide a cab computer and a train vehicle computer of a railway vehicle, each train vehicle computer and various input / output devices of each train vehicle, or a communication monitoring device between the cab computer and various input / output devices of the cab. It is.

Communication monitoring apparatus for a railway vehicle according to various embodiments of the present invention is a main station; A sub station connected to the main station through a communication line and communicating with the main station in a high-level data-link control (HDLC) transmission mode among RS485 transmission methods; A signal converter connected in parallel to the communication line to receive the HDLC signal and convert the HDLC signal into an RS232 or UART signal; A monitoring unit which receives an RS232 or UART signal from the signal converter and monitors and stores an abnormality of the HDLC signal, a communication state, and communication contents; And a display unit for receiving and displaying a monitoring result from the monitoring unit, wherein the signal converter comprises: a receiving unit receiving the HDLC signal from the communication line; A conversion control unit converting the HDLC signal received from the reception unit into an RS232 or UART signal and restoring data when a data error occurs through a checksum calculation; A transmitter for transmitting the converted RS232 or UART signal to a monitoring unit; And a light emitting device (LED) indicating that a communication signal is received and transmitted under control of the conversion control unit, wherein the signal converter decodes NRZ, NRZI, FM0, FM1 and Manchester codes inputted from the communication line. And a gender for connecting the signal converter to a communication line between the main station and the substation, wherein the gender causes the HDLC signal between the main station and the substation to be transmitted to the signal converter. A lower board provided on a lower surface of the printed circuit board and connected to the main station; a first upper connector provided on an upper surface of the printed circuit board and connected to the sub station; A second upper connector provided on an upper surface of the printed circuit board at one side thereof to which the signal converter is connected; And a plastic housing surrounding the circuit board, the lower connector, and the first and second upper connectors, wherein the signal converter is detachable from the second upper connector, and the lower connector is connected to the second upper connector regardless of attachment or detachment of the second upper connector. The main station and the substation communicate with each other through the HDLC signal through the first upper connector.

The communication line may be installed in a train control and monitoring system (TCMS) of a railway vehicle.

The main station may be a CC (Car computer) installed in each of the trains of the railroad car, the substation is a DCU (Door Control Unit), ECU (Electrical Control Unit), SIV (Static) Inverter), Variable Voltage Variable Frequency (VVVF), or Compressor Motor Inverter (CM-INV).

The main station may be a TC (Train Computer) installed in the cab of the railroad car, the substation is a CC (Car computer) installed in each of the trains of the railroad car, or ATC (Automatic Train Control), ATO installed on the railroad car (Automatic Train Operation) or Train to Wayside Communication (TWC).

The signal converter may receive an HDLC signal transmitted from the main station to the sub station, or may receive an HDLC signal transmitted from the sub station to the main station.

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The communication content may include a propulsion notch, a braking notch, a braking signal, a selection signal before and after a cab, an axis speed, a voltage value, and a current value.

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The signal converter may include an independent power supply unit separated from the communication line.

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An embodiment of the present invention provides a communication monitoring device for a railroad vehicle. That is, an embodiment of the present invention is a cab computer and a train vehicle computer, a train vehicle computer, and a variety of input and output devices (DCU, ECU, SIV, VVVF or CM-INV), or cab computer and cab of each train vehicle. It provides a communication monitoring device between various input and output devices (ATC, ATO or TWC).

In particular, an embodiment of the present invention converts the communication signal transmitted and received in the HDLC transmission mode in the RS485 transmission method through the communication line to RS232 or UART method so that a conventional computer can process.

In addition, the embodiment of the present invention by using a separate independent power source that the monitoring device of the railway vehicle is separated from the existing system, it does not affect the existing communication system.

1A and 1B are schematic and block diagrams illustrating a configuration of a communication monitoring apparatus for a railway vehicle according to various embodiments of the present disclosure.
2 is a block diagram illustrating an example of a TCMS among railroad cars according to various embodiments of the present disclosure.
3A and 3B are block diagrams illustrating an example in which a communication monitoring apparatus for a railway vehicle according to various embodiments of the present invention is applied to a TCMS.
4A and 4B are perspective views and photographs illustrating an example of a gender connecting a communication monitoring device of a railway vehicle to a communication line of a main station and a substation in parallel according to various embodiments of the present disclosure.
5 is a flowchart illustrating a monitoring method using a communication monitoring device for a railway vehicle according to various embodiments of the present disclosure.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The embodiments of the present invention are provided to more fully explain the present invention to those skilled in the art, and the following examples can be modified in many different forms, and the scope of the present invention is as follows. It is not limited to an Example. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the inventive concept to those skilled in the art.

In addition, in the following drawings, the thickness or size of each layer is exaggerated for convenience and clarity of description, the same reference numerals in the drawings refer to the same elements. As used herein, the term "and / or" includes any and all combinations of one or more of the listed items. In addition, the term "connected" in this specification means not only the case where the A member and the B member are directly connected, but also the case where the A member and the B member are indirectly connected by interposing the C member between the A member and the B member. do.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. Also, as used herein, "comprise, include" and / or "comprising, including" means that the features, numbers, steps, operations, members, elements, and / or groups thereof mentioned. It is intended to specify the existence and not to exclude the presence or addition of one or more other shapes, numbers, operations, members, elements and / or groups.

Although the terms first, second, etc. are used herein to describe various members, parts, regions, layers, and / or parts, these members, parts, regions, layers, and / or parts are defined by these terms. It is self-evident that. These terms are only used to distinguish one member, part, region, layer or portion from another region, layer or portion. Accordingly, the first member, part, region, layer or portion, which will be described below, may refer to the second member, component, region, layer or portion without departing from the teachings of the present invention.

In addition, the controller (controller), monitoring computer and / or other related devices or components according to the present invention may utilize any suitable hardware, firmware (eg, on-demand semiconductor), software, or a suitable combination of software, firmware and hardware. Can be implemented. For example, various components of a controller (controller) and / or other related device or component according to the present invention may be formed on one integrated circuit chip or on a separate integrated circuit chip. In addition, various components of the controller (controller) may be implemented on a flexible printed circuit film, and may be formed on the same substrate as the tape carrier package, printed circuit board, or the controller (controller). In addition, various components of the controller (controller) may be, in one or more computing devices, a process or thread running on one or more processors, which execute computer program instructions to perform the various functions described below. And interact with other components. Computer program instructions are stored in memory that can be executed in a computing device using a standard memory device, such as, for example, random access memory. Computer program instructions may also be stored in other non-transitory computer readable media, such as, for example, CD-ROM, flash drive, and the like. In addition, those skilled in the art will appreciate that the functionality of various computing devices may be combined with one another, integrated into one computing device, or that the functionality of a particular computing device is not limited to one or more other computing devices without departing from the exemplary embodiments of the invention. It should be recognized that they can be distributed among the fields.

In one example, a monitoring computer according to the present invention is a conventional commercially available device consisting of a central processing unit, a mass storage device such as a hard disk or a solid state disk, a volatile memory device, an input device such as a keyboard or mouse, an output device such as a monitor or a printer. Can be run on a computer.

1A and 1B are schematic and block diagrams illustrating a configuration of a communication monitoring apparatus 100 for a railway vehicle according to various embodiments of the present disclosure.

As shown in FIG. 1A, the communication monitoring apparatus 100 for a railway vehicle according to an exemplary embodiment of the present invention includes a main station 110, a substation 120, a signal converter 130, and a monitoring unit 140. ) And a display unit 150.

The main station 110 controls the link operation and generates a command as a frame signal.

The substation 120 operates under the control of the main station 110, which generates a response as a frame signal. Each substation 120 may maintain a separate logical link with the main station 110.

Here, the main station 110 and the substation 120 may be in the form of a mixed station capable of performing both respective features, that is, commands and responses.

The main station 110 and the substation 120 are connected to each other by a communication line, and can communicate in a high-level data-link control (HDLC) transmission mode among RS485 transmission methods through the communication line.

Here, the communication line may be installed in, for example, but not limited to, a train control and monitoring system (TCMS) of a railway vehicle. The configuration of the TSMS will be described later.

The signal converter 130 is connected in parallel to the communication line, which receives an HDLC signal from the communication line, converts the HDLC signal into an RS232 or UART signal, and outputs the converted signal.

Here, the signal converter 130 receives an HDLC signal transmitted from the main station 110 to the substation 120 or receives and processes an HDLC signal transmitted from the substation 120 to the main station 110. . Of course, the signal converter 130 may handle both asynchronous communication and synchronous communication. In addition, the signal converter 130 is isolated all data lines so as not to affect other systems. In addition, in general, there is a termination resistor in the RS485 communication line, which maintains the communication level, so that the signal converter 130 does not have additional resistance.

In addition, when the main station 110 and the substation 120 exchange data with each other, the signal converter 130 acquires mutual data but does not upload any data.

The monitoring unit 140 receives an RS232 or UART signal from the signal converter 130 and monitors and stores an abnormality of a communication signal, a communication state, and communication contents. The monitoring unit 140 may be a general personal computer, and a dedicated analysis program may be installed to analyze the input RS232 or UART signal. Here, the communication contents may include, but are not limited to, a propulsion notch, a braking notch, a braking signal, a selection signal before and after a cab, an axis speed, a voltage value, and a current value.

The display unit 150 displays various analysis results monitored by the monitoring unit 140 to the user in real time, so as to confirm in real time whether there is a communication error between the main station 110 and the sub station 120, the communication state, and the contents of the communication. To be able.

As illustrated in FIG. 1B, the signal converter 130 may include a receiver 131, a conversion controller 132, a transmitter 133, a light emitting device (LED) 134, and a power supply unit 134.

The receiver 131 receives an HDLC signal from a communication line.

The conversion control unit 132 converts the HDLC signal received by the reception unit 131 into an RS232 or UART signal and outputs the converted signal. In particular, the conversion controller 132 may decode / encode the NRZ, NRZI, FM0, FM1 or Manchester code received through the receiver 131. That is, NRZ, which is one of the data encoding methods, stands for None Return to Zero, and means a line code that makes one pulse waveform time interval equal to 1 or 0 equal to one period. In addition, the NRZI maintains the previous level when 0 and the inverted level when 1, in a manner to avoid difficulty of receiving side bit synchronization when 0 or 1 appears continuously. In addition, FM0 (Bi-Phase Space) has a change in the edge part of every bit. In other words, if it is 0, inversion occurs at the edge portion, and if it is 1, the previous state is continued, and the timing is analyzed and received at intervals of 90 degrees. In addition, FM1 (Bi-Phase Mark) has a change in the edge part of every bit. An additional 1 is inserted in every bit, inverting if the data is 1 and continuing at 1 if the data is 0. The timing is analyzed and received at 90 degree intervals. Lastly, Manchester (Bi-Phase) is technically one bit shifted data by 180 degrees relative to the FM code. Data means 1 when converting from 1 to 0, and 0 when changing from 0 to 1. That is, the signal converter 130 decodes the code encoded in the various manners described above, and converts the code into an RS232 or UART signal that can be processed by a general computer.

In addition, the conversion control unit 132 analyzes the error when the data is generated through checksum calculation in the protocol and restores the data.

The transmitter 133 transmits the converted RS232 or UART signal to the monitoring unit 140. In addition, the LED 134 indicates that a communication signal is received and transmitted under the control of the conversion control unit 132.

In addition, the power supply unit 134 supplies DC power to the receiving unit 131, the control unit 132, the transmitting unit 133, and the LED 134, which are completely separated from the communication line, so as not to affect the communication line. do.

2 is a block diagram illustrating an example of a TCMS among railroad cars according to various embodiments of the present disclosure.

As shown in FIG. 2, a TCMS of a railroad vehicle includes a train computer (TC) installed in a cab and a car computer (CC) installed in each train vehicle. Here, TC and CC, for example, but not limited to, can communicate with each other in Manchester HDLC mode via a communication line. Therefore, the railway vehicle communication monitoring apparatus 100 according to the embodiment of the present invention may be connected in parallel to the communication line between the CC and TC to perform the monitoring operation.

TC and CC are each connected with a large number of input / output / peripheral / attachment devices, which play an important role in the safe operation of railway vehicles. Therefore, they exchange information through a predetermined communication scheme, and each performs control and management with the input / output / peripheral / attachment device.

This is explained in more detail.

The TC installed in the cab is connected to the Display Unit (DU), Customer Service Computer (CSC), Automatic Train Control (ATC), Automatic Train Operation (ATO), and / or Train to Wayside Communication (TWC), Can detect the state from the appropriate communication scheme and perform appropriate control from them.

Here, TC and DU are installed in each cab. For example, but not limited to, TC and DU are RS422 transmission, TC and CSC are RS485 transmission, TC and ATC are RS485 transmission and HDLC transmission mode, and TC and ATO are RS485 transmission and HDLC transmission mode. Thus, TC and TWC can communicate with each other in RS485 transmission mode and HDLC transmission mode.

In particular, ATC, ATO and / or TWC are very important control devices for the automatic driving of railroad vehicles and require high communication speed and high security, so they communicate with TC in HDLC transmission mode as described above. Therefore, the railway vehicle communication monitoring apparatus 100 according to the embodiment of the present invention may be connected in parallel to the communication line between the TC and each of the ATC, ATO and / or TWC to perform a monitoring operation.

In addition, TC communicates with Passenger Information & Announcement System Controller (PIASC), Train Radio System (TRS), Hvac-heater ventilation air conditioner Train Controller (HTC) and / or Platform Screen Door Radio Frequency (PSR-RF) via a communication line. Can be connected. Here, TC and PIASC, TRS, HTC and / or PSD-RF may communicate with each other in the RS485 transmission method and asynchronous half-duplex communication transmission mode.

On the other hand, the monitoring device may differ slightly depending on the organization of the CC. For example, based on the eight-car one-piece combination, as shown in Figure 2, the peripheral device is configured to control each drive device. The driving device is not shown in FIG. 2 due to the complexity of the drawing.

As shown, the DCU (Door Control Unit) and the ECU (Electrical Control Unit) can be mounted on any vehicle, and include Static InVerter (SIV), Variable Voltage Variable Frequency (VVVF) and / or Compressor Motor INVerter (CM-INV). Can be attached to a powered vehicle to control a load such as an electric motor. In practice, VVVF may be a power conversion device for motor speed control.

The DCU, ECU, SIV, VVVF and / or CM-INV can be directly connected to the control unit by RS485 to the interface communication board installed in the CC, and the CC is responsible for control and management. As an example, but not by way of limitation, the DCU may communicate with the CC in RS485 mode via a communication line, the ECU may communicate with the CC in RS485 transmission mode and HDLC transmission mode via a communication line, and the SIV may establish a communication line. Can communicate with CC in RS485 transmission mode and HDLC transmission mode through, VVVF can communicate with CC in RS485 transmission mode and HDLC transmission mode through communication line, and CM-INV can communicate with CC in RS485 transmission method through communication line Communicate with

Accordingly, the railway vehicle communication monitoring apparatus 100 according to the embodiment of the present invention may be connected in parallel to the communication line between the CC and each DCU, ECU, SIV, VVVF and / or CM-INV to perform the monitoring operation. have.

Here, TCMS is a main computer TC, a driving control vehicle (TC Car), a power vehicle (M1 / M2 Car) and a passenger car (TC Car) located in a train control car (TC Car) as shown in FIG. 2. Depending on the vehicle computer (CC) installed in the T1 / T2 Car), the peripheral devices to be controlled may be slightly different.

In addition, in FIG. 2, LIU is an abbreviation of Loacal Interface Unit, and means that the TC is implemented in a dual system by LIU1 and LIU2.

3A and 3B are block diagrams illustrating an example in which communication monitoring apparatuses 100a and 100b of a railway vehicle are applied to a TCMS according to various embodiments of the present disclosure.

As shown in FIG. 3A, the CC may operate as the main station 110 among the TCMS, and the DCU, ECU, SIV, VVVF, and / or CM-INV may operate as the substation 120. That is, the communication monitoring device 100a of the railway vehicle according to the embodiment of the present invention is connected to the communication line between CC and DCU, ECU, SIV, VVVF and / or CM-INV through gender 160, The abnormality of the communication signal transmitted and received, the communication status and / or the content of the communication can be monitored.

Specifically, the communication monitoring device 100a of a railway vehicle is transmitted and received between the CC and the DCU, ECU, SIV, VVVF and / or CM-INV, for example, but not limited to, by the door control signal of the DCU and the ECU. Master controller (M / C) and stop signal of railway vehicle according to braking command of ATO, motor control signal by SIV, retrograde braking command from daytime controller for manual operation of railway vehicle by VVVF or ATO during automatic operation When the traction motor control signal by and / or the main air pressure by the CM-INV is low, the signal for starting the inverter to operate the compressor to secure the air pressure and the like.

As described above, various communication signals may be transmitted and received between the main station and the substation. In an embodiment of the present invention, for example, the propulsion notch, the braking notch, the braking signal, the selection signal before and after the cab, the axial speed, the voltage value, The current value and the like can be transmitted and received.

In addition, as shown in FIG. 3B, the TC may operate as the main station 110 and the CC, ATC, ATO, and / or TWC may operate as the substation 120 among the TCMS. That is, the communication monitoring device 100b of the railway vehicle according to the embodiment of the present invention is connected to the communication line between the TC and CC, ATC, ATO and / or TWC through the gender 160, the communication transmitted and received between them The abnormality of the signal, the communication status and / or the content of the communication can be monitored.

Specifically, the communication monitoring device 100b of a railway vehicle is transmitted and received between TC and CC, ATC, ATO and / or TWC, for example, but not limited to, an SMRT-NET signal between TC and CC, by an ATC. An automatic vehicle control signal, an automatic vehicle operation signal by the ATO, and / or a vehicle information transmission signal by the TWC may be monitored.

4A and 4B are perspective views and photographs illustrating an example of a gender connecting a communication monitoring device of a railway vehicle to a communication line of a main station and a substation in parallel according to various embodiments of the present disclosure.

As shown in Figure 4a, of the railway vehicle communication monitoring device (100, 100a, 100b) according to the present invention is connected in parallel to a communication line to receive an HDLC signal, and converts the HDLC signal to RS232 or UART signal ( 130 may be connected in parallel to a communication line between main station 110 and substation 120 via, for example, but not limited to, gender 160.

The gender 160 is protected by a housing 160A made of plastic, and is printed to electrically connect the main station 110, the substation 120, and the signal converter 130 to the inside of the housing 160A. A circuit board (not shown) is provided. That is, the main station 110, the substation 120, and the signal converter 130 are electrically connected to each other by a circuit pattern provided on the printed circuit board.

In addition, the lower surface of the housing 130A (ie, the lower surface of the printed circuit board) includes, for example, a lower connector 161 coupled to the main station 110, and the upper surface of the housing 130A (ie, the printed circuit board). The upper surface of the) is provided with a first upper connector 162 connected through the communication line of the substation 120. In addition, a communication monitoring device (100, 100a, 100b) of the railway vehicle according to an embodiment of the present invention in the upper surface of the housing 130A (one side of the first upper connector 162) is a communication line A second upper connector 163 is provided to be connected through.

Meanwhile, as shown in FIG. 4B, a communication line 162A connecting the main station 110 and the substation 120 to the first upper connector 162 of the gender 160 is coupled, and also the gender 160 A communication line 163A connected to the communication line 162A described above in parallel with the second upper connector 163 of the U) and connected to the communication monitoring devices 100, 100a and 100b of the railway vehicle is coupled.

In this way, the communication monitoring device (100, 100a, 100b) of the railway vehicle according to an embodiment of the present invention is a small signal having a plurality of connectors (161, 162, 163) the signal converter 130 for converting the HDLC signal to RS232 or UART signal By connecting in parallel to the communication line between the main station 110 and the substation 120 through the gender 160, not only can be easily coupled and / or disconnected from the existing communication line, but also has no effect on the existing system. Will not give.

5 is a flowchart illustrating a monitoring method using a communication monitoring device 100 of a railway vehicle according to various embodiments of the present disclosure.

First, the monitoring device 100, 100a, 100b of the railway vehicle according to the embodiment of the present invention is connected permanently or temporarily to the existing communication line (S1).

 Here, the existing communication line is, as described above, a communication line between CC and DCU, ECU, SIV, VVVF and / or CM-INV and / or communication between TC and CC, ATC, ATO and / or TWC. Means line.

In addition, the data may be transmitted and received in the HDLC transmission mode as a RS485 transmission method through the communication line. In addition, such data may be encoded and transmitted in NRZ, NRZI, FM0, FM1 or Manchester codes.

In addition, the communication monitoring device (100, 100a, 100b) of the railway vehicle may be connected to the receiver 131 in parallel to the existing communication line through the gender 160 or the like.

Subsequently, various information are communicated with each other through the existing communication line. (S2) Here, the communication content is transmitted to the door control signal of the DCU, the weekly controller by the ECU, and the stop signal of the railway vehicle according to the braking command of the ATO, and SIV. Motor control signal by VVVF, traction motor control signal by back-up braking command from ATO during manual operation of railroad vehicle by VVVF, or by automatic operation, and / or the compressor when the main air pressure by CM-INV is low It may be a signal to operate to ensure the air pressure. As mentioned above, the communication content monitors the SMRT-NET signal between the TC and the CC, the automatic vehicle control signal by the ATC, the automatic vehicle operation signal by the ATO, and / or the vehicle information transmission signal by the TWC. In particular, the communication content may be a propulsion notch between the CC and VVVF, a braking notch, a braking signal, a selection signal before and after the cab, an axis speed, a voltage value, a current value, and the like. Here, substantially the voltage value and the current value can be received from the distribution board relay of the electric railway vehicle.

Subsequently, the analysis program installed in the monitoring unit 140 is loaded, thereby preparing to analyze data transmitted and received through the communication line (S3). Here, the analysis program includes the above-described various data (for example, propulsion notches and braking). Notch, braking signal, selection signal before and after the cab, axis speed, voltage value and current value) are accumulated and stored over time and visualized.

In particular, the analysis program extracts time data from data transmitted / received through a communication line without using internal time data provided in the monitoring unit 140 itself, and uses such time data as a reference time, using a propulsion notch, Synchronize the braking notches, braking signals, cab front and rear selection signals, shaft speed, voltage value and current value. This synchronization prevents data inconsistency or data loss in the present invention.

Subsequently, the communication monitoring apparatus 100 receives communication data from the communication line using the receiving unit 131. (S4)

Subsequently, the communication monitoring apparatus 100 converts the HDLC data into RS232 or UART data that can be processed by a general computer using the conversion control unit 132 (S5), that is, NRZ, NRZI, FM0, It decodes the HDLC type communication signal encoded by FM1 or Manchester code and converts it into RS232 or UART type data that can be processed by a computer.

Subsequently, the communication monitoring apparatus 100 transmits the converted RS232 or UART data to the monitoring unit 140 by using the receiving unit 131. (S6)

Subsequently, the monitoring unit 140 analyzes the received RS232 or UART data according to a predetermined order or algorithm (S7). That is, the monitoring unit 140 checks whether there is an abnormality in communication data transmitted / received on a communication line, status and contents. Analyze the back.

Finally, the monitoring unit 140 visually displays the analysis contents through the display unit 150 and stores them. (S8)

As such, various embodiments of the present invention provide a cab computer and a train vehicle computer of a railroad vehicle, each train vehicle computer and various input / output devices (DCU, ECU, SIV, VVVF or CM-INV), or cab of each train vehicle. A communication monitoring device 100 is provided between a computer and various input / output devices (ATC, ATO or TWC) of a cab. In particular, various embodiments of the present invention convert a communication signal transmitted and received in the HDLC transmission mode to the RS232 transmission method through the communication line to the RS232 or UART method so that a conventional computer can process. Furthermore, the embodiment of the present invention does not affect the existing communication system by using a separate independent power source that the monitoring device 100 of the railway vehicle is separated from the existing system.

In particular, the communication monitoring apparatus according to the embodiment of the present invention does not use the internal time information, but uses the time information of the communication line of the electric railway vehicle, so that data loss or abnormality does not occur during data synchronization.

What has been described above is only one embodiment for implementing a communication monitoring device for a railway vehicle according to the present invention, the present invention is not limited to the above-described embodiment, the invention as claimed in the following claims Without departing from the gist of the present invention, those skilled in the art to which the present invention pertains to the technical spirit of the present invention to the extent that various modifications can be made.

100; Communication monitoring device of a railway vehicle according to an embodiment of the present invention
110; Main station 120; Bus station
130; Signal converter 131; Receiver
132; Conversion control unit 133; Transmitter
134; A power supply unit 134; LED
140; Monitoring unit 150; Display
160; gender

Claims (11)

Main station;
A sub station connected to the main station through a communication line and communicating with the main station in a high-level data-link control (HDLC) transmission mode among RS485 transmission methods;
A signal converter connected in parallel to the communication line to receive the HDLC signal and convert the HDLC signal into an RS232 or UART signal;
A monitoring unit which receives an RS232 or UART signal from the signal converter and monitors and stores an abnormality of the HDLC signal, a communication state, and communication contents; And
A display unit for receiving and displaying a monitoring result from the monitoring unit,
The signal converter may include a receiver configured to receive the HDLC signal from the communication line; A conversion control unit converting the HDLC signal received from the reception unit into an RS232 or UART signal and restoring data when a data error occurs through a checksum calculation; A transmitter for transmitting the converted RS232 or UART signal to a monitoring unit; And a light emitting device (LED) indicating that a communication signal is received and transmitted under the control of the conversion control unit.
The signal converter decodes NRZ, NRZI, FM0, FM1 and Manchester codes input from the communication line,
And a gender for connecting the signal converter to a communication line between the main station and the substation, wherein the gender causes the HDLC signal between the main station and the substation to be transmitted to the signal converter. A lower connector provided on a lower surface of the printed circuit board and connected to the main station, a first upper connector provided on an upper surface of the printed circuit board and connected to the sub station, and one side of the first upper connector A second upper connector provided on an upper surface of the printed circuit board and connected to the signal converter, and a plastic housing surrounding the printed circuit board, the lower connector, and the first and second upper connectors. The signal converter is detachable from the connector, and the lower connector is irrespective of attachment or detachment of the signal converter. Communication monitoring device of a railway vehicle to which the first of the main station and the sub-station by an upper connector, characterized in that the communication between with the HDLC signal. The method of claim 1,
The communication line is a railway vehicle communication monitoring device, characterized in that installed in the TCMS (Train Control and Monitoring System) of the railway vehicle. The method of claim 1,
The main station is a CC (Car computer) installed in each trained vehicle of the railroad car,
The substation may be a DCU (Door Control Unit), an ECU (Electric Control Unit), a Static Inverter (SIV), a Variable Voltage Variable Frequency (VVVF), or a Compressor Motor Inverter (CM-INV) installed in each train vehicle of a railroad vehicle. A communication monitoring device for a railway vehicle. The method of claim 1,
The main station is a TC (Train Computer) installed in the cab of the railway vehicle,
The sub-station is a railroad, characterized in that the CC (Car computer) installed in each train of the vehicle, or ATC (Automatic Train Control), ATO (Automatic Train Operation) or TWC (Train to Wayside Communication) installed in Communication monitoring device of the vehicle. delete delete The method of claim 1,
The signal converter receives an HDLC signal transmitted from the main station to the sub-station, or receives a HDLC signal transmitted from the sub-station to the main station. delete The method of claim 1,
The communication contents include a propulsion notch, a braking notch, a braking signal, a selection signal before and after the cab, an axis speed, a voltage value, and a current value. The method of claim 1,
The signal converter includes a stand-alone power supply separated from the communication line. delete

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