KR20170081014A - Movable test device and test system for testing a control system having a redundancy structure - Google Patents

Abstract

A mobile type test apparatus for testing a train controlled by any one of a first train control system and a second train control system includes a control unit for giving a control right to the train to the first train control system, 2 a control device for generating a test signal for transfer to a train control system; An output device connected to the first train control system and outputting the test signal to the first train control system; And an input device connected to the first train control system and receiving a test result signal from the first train control system. The test signal includes a signal generated by simulating state information of the second train control system and state information of the vehicle controlled by the second train control system.

Description

[0001] MOVABLE TEST DEVICE AND TESTING SYSTEM FOR HAVING A REDUNDANCY STRUCTURE [0002] BACKGROUND OF THE INVENTION [0003]

The present invention relates to a mobile test apparatus and a test system for testing a control system, and more particularly, to a mobile test apparatus and a test system for testing a control system having a redundant structure.

Recently, the train system has implemented a dual train system by installing two train control systems on one train for stable operation of the train and safety of the passengers.

1 shows a train system.

As can be seen in FIG. 1, the train system 100 includes a first train control system 110 and a second train control system 120.

The first train control system 110 includes a first ATP (Automatic Train Protection) system 112 and a first ATO (Automatic Train Operation) system 114 and the second train control system 120 includes a second ATP System 122 and a second ATO system 124.

The train system 100 connects the first train control system 110 and the second train control system 120 for stable operation and when an abnormality occurs in the first train control system 110, (120). ≪ / RTI >

More specifically, when an abnormality occurs in the first ATP system 112, the train system 100 is redundantly operated so that the second ATP system 122 can be normally operated by the second ATP system 122 . When an error occurs in the first ATO system 114, the train system 100 is redundantly operated so that the second ATO system 124 can be normally operated by switching to the second ATO system 124.

The train system 100 diagnoses failures of the first and second train control systems 110 and 120 by using a separate test system when a failure occurs in the train.

At this time, the conventional test system is connected to both the first and second train control systems 110 and 120 to receive status information from each of the first and second train control systems 110 and 120, And the second train control systems 110 and 120, respectively.

Conventional test systems use cables as shown in FIG. 2 for connection with the first and second train control systems 110 and 120, wherein a considerable length of cable is required. In particular, when the combination of the first and second train control systems 110 and 120 is installed in the lead vehicle and the trailing vehicle of the train, respectively, the conventional test system requires a cable of about 100 m in length There is a problem.

The conventional test system also includes a plurality of input and output devices for connection with both the first and second train control systems 110 and 120 and the first and second train control systems 110 and 120, And a plurality of display devices for displaying test results and progress. This conventional test system has another problem that it is bulky and heavy due to a large number of devices.

For the reasons stated above, conventional test systems are not easy to move. Since the conventional test system is difficult to move to the site even if a train failure occurs, even if there is a failure that can be solved by quick action on the spot, the train is judged to be severely damaged after it is put into the train base. Accordingly, there is another problem that the conventional test system is slow in diagnosing and responding to faults.

In addition, the conventional test system transmits / receives input / output signals to the non-voltage contact in order to not affect other devices even if a failure occurs in one device. To this end, the conventional test system uses two signal lines in one channel. Accordingly, the conventional test system has another problem that the use of the pins of the connector for connecting the plurality of devices and the train control system is inefficient.

In addition, train control systems typically use DC 100V and DC 24V as signal voltages. Accordingly, the conventional test system includes an input board for inputting DC 100V and DC 24V as input voltage and an output board for outputting DC 100V and DC 24V as output voltage. Conventional input boards and output boards have another problem that the boards must be redesigned when the input / output voltages are changed.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is a technical object of the present invention to provide a mobile test apparatus and a test system that can reduce the volume and weight.

It is another object of the present invention to provide a mobile test apparatus and a test system which are easy to move, in order to solve the above-mentioned problems.

It is another technical object of the present invention to provide a mobile test apparatus and a test system capable of efficiently connecting a plurality of devices and a connector pin.

It is another object of the present invention to provide a mobile test apparatus and a test system capable of improving device compatibility.

According to an aspect of the present invention, there is provided a portable test apparatus connected to a first train control system for controlling a train to test the first train control system. Wherein the test apparatus is configured to give priority to the first train control system to control the train and to state information on a second train control system for controlling the train when the first train control system fails, A control device for simulating vehicle information of the train controlled by the second train control system; An output device for outputting, as a digital signal, the state information on the second train control system and the vehicle information on the train controlled by the second train control system to the first train control system; And an input device for inputting, from the first train control system, status information on the first train control system and vehicle information on a train controlled by the first train control system as a digital signal.

According to another aspect of the present invention, there is provided a test system including: a first control system for controlling an apparatus; A second control system for controlling the apparatus when a failure occurs in the first control system; And a second control system coupled to the first control system to preferentially grant control privileges to the device to the first control system and to transfer control privileges from the first control system to the second control system, And a test apparatus for simulating the simulation state information of the device controlled by the second control system and transmitting the generated simulation state information to the first control system.

According to the present invention, by connecting only one train control system and simulating information on the other train control system, it is possible to eliminate devices for connecting to another train control system, Can be reduced.

Further, according to the present invention, there is an effect that the test apparatus can be miniaturized by connecting a plurality of devices and an external I / O connector by using a printed circuit board and removing the cable.

Further, according to the present invention, there is another effect that the connector pins can be efficiently used by connecting the signal lines of the input / output device in common.

Further, according to the present invention, since it is possible to replace the input module or the output module without redesigning the input / output device even when the input / output voltage is changed, time and cost for redesigning the device can be reduced, It is effective.

Further, according to the present invention, there is another effect that the input module and the output module can be prevented from being erroneously inserted.

1 shows a train system.
2 is a diagram showing a conventional test system.
3 is a diagram showing signals between the first and second train control systems and a conventional test apparatus.
4 is a diagram illustrating a test system in accordance with an embodiment of the present invention.
Fig. 5 is a diagram for explaining the configuration of the test apparatus of Fig. 4; Fig.
6 is a cross-sectional view showing a conventional test apparatus.
7A is a diagram showing a signal line of a conventional input device.
7B is a diagram showing a signal line of a conventional output device.
8 is a cross-sectional view showing a testing apparatus according to an embodiment of the present invention.
9A is a view showing a signal line connecting the input device and the first printed circuit board.
9B is a view showing a signal line connecting the output device and the first printed circuit board.
10 is a cross-sectional view showing a testing apparatus according to another embodiment of the present invention.
11 is a diagram illustrating an input device according to an embodiment of the present invention.
12 is a diagram illustrating an output apparatus according to an embodiment of the present invention.
13 is a diagram illustrating an input device according to another embodiment of the present invention.
14 is a view showing an output apparatus according to another embodiment of the present invention.

The meaning of the terms described herein should be understood as follows.

The word " first, "" second," and the like, used to distinguish one element from another, are to be understood to include plural representations unless the context clearly dictates otherwise. The scope of the right should not be limited by these terms.

It should be understood that the terms "comprises" or "having" does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

It should be understood that the term "at least one" includes all possible combinations from one or more related items. For example, the meaning of "at least one of the first item, the second item and the third item" means not only the first item, the second item or the third item, but also the second item and the second item among the first item, Means any combination of items that can be presented from more than one.

Hereinafter, the same components will be denoted by the same reference numerals for convenience of description.

Hereinafter, a conventional test system will be described in more detail with reference to the accompanying drawings.

2 is a diagram showing a conventional test system.

2, the conventional test system 200 is connected to both the first and second train control systems 110 and 120 to test whether the first and second train control systems 110 and 120 are operating normally do.

The conventional test system 200 includes a test device 210, a first display device 220, a second display device 225, a first cable 230, a second cable 235, a first I / A connector group 240, and a second I / O connector group 245.

First, the conventional test apparatus 210 tests whether the first and second train control systems 110 and 120 operate normally. At this time, the first and second train control systems 110 and 120 have a redundant structure. That is, the second train control system 120 is in a standby state while the first train control system 110 is operating, and operates when a failure occurs in the first train control system 110.

In order to test whether the transfer from the first train control system 110 to the second train control system 120 is normally performed, the conventional test apparatus 210 transmits the second train control system 110 to the first train control system 110, (120) and provides status information regarding the first train control system (110) to the second train control system (120).

Hereinafter, signals transmitted and received between the first and second train control systems 110 and 120 and the test apparatus 210 will be described in more detail with reference to FIG.

3 is a diagram showing signals between the first and second train control systems and the test apparatus.

As shown in FIG. 3, the conventional test apparatus 210 outputs the ATP master signal to the first train control system 110. At this time, the ATP master signal gives priority to the first train control system 110 and gives an instruction to the first train control system 110 to control the train.

Meanwhile, the conventional test apparatus 210 receives a second status signal indicating the abnormality of the second train control system 120 from the second train control system 120. At this time, the second status signal includes a second ATP status signal indicating whether the second ATP system 122 is abnormal and a second ATO status signal indicating whether the second ATO system 124 is abnormal, Each of the status signal and the second ATO status signal includes a normal signal and an abnormal signal.

The conventional test apparatus 210 transfers the second status signal received from the second train control system 120 to the first train control system 110. The first train control system 110 verifies the second status signal and then passes control authority to the second train control system 120 only when the signal is normal.

Meanwhile, the conventional test apparatus 210 receives the first vehicle information from the first train control system 110 for the system season, and provides the received first vehicle information to the second train control system 120 . The conventional test apparatus 210 receives the second vehicle information from the second train control system 120 and provides the received second vehicle information to the first train control system 110. At this time, the vehicle information includes at least one of the train operation mode information, the train operation direction information, the train position information, the train length information, the train speed information, the driver's desk information, the switchboard information, One.

The conventional test apparatus 210 provides a single train control system with a status signal and vehicle information regarding another train control system in order to test whether the transfer of control rights between two train control systems having a redundant structure operates normally Able to know.

Referring again to FIG. 2, the first display device 220 displays test control, test results and progress for the first train control system 110, and the second display device 225 displays test control, The test results, and the progress of the test.

The first cable 230 electrically connects the first train control system 110 and the test apparatus 210 and the second cable 235 electrically connects the second train control system 120 and the test apparatus 210. [ Respectively.

The first I / O connector group 240 then connects the first cable 230 connected to the first train control system 110 to the test apparatus 210 and the second I / O connector group 245 The second cable 235 connected to the second train control system 120 is connected to the test apparatus 210.

2, a conventional test system 200 includes a test apparatus 210 including a plurality of input and output devices, two display devices 220 and 225, two cables 230 and 235, ≪ / RTI > I / O connector groups 240 and 245. Accordingly, the conventional test system 200 has a problem that it is not easy to move since it is bulky and heavy.

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

4 is a diagram illustrating a test system in accordance with an embodiment of the present invention.

Referring to FIG. 4, a test system 400 according to an exemplary embodiment of the present invention is connected to any one of the first and second train control systems 110 and 120 to test whether a connected train control system operates normally.

Hereinafter, for convenience of description, it is assumed that the test system 400 according to an embodiment of the present invention is connected to the first train control system 110, but the present invention is not limited thereto. That is, the test system 400 according to an exemplary embodiment of the present invention may be connected to the second train control system 120 to test whether the second train control system 120 operates normally.

The test system 400 according to one embodiment of the present invention includes a test apparatus 410, a display device 420, a cable 430, and an I / O connector group 440.

First, the test apparatus 410 according to an embodiment of the present invention is connected to the first train control system 110 to test whether the first train control system 110 operates normally. At this time, the first train control system 110 is connected to the second train control system 120, and when an abnormality occurs, the control authority for the train is passed to the second train control system 120.

The test apparatus 410 according to an exemplary embodiment of the present invention includes a second train control system 120 for testing whether the transfer from the first train control system 110 to the second train control system 120 is normally performed, And simulated vehicle information of the vehicle, which is controlled by the second train control system 120, to the first train control system 110.

Hereinafter, a test apparatus 410 according to an embodiment of the present invention will be described in more detail with reference to FIG.

Fig. 5 is a configuration diagram showing the testing apparatus of Fig. 4; Fig.

Referring to FIG. 5, a test apparatus 410 according to an embodiment of the present invention includes a power supply 510, a control device 520, an input device 550, and an output device 560.

The power supply 510 supplies power to the test apparatus 410. More specifically, the power supply unit 510 converts the external power source into a voltage required by the test apparatus 410 and supplies the voltage to the test apparatus 410.

The control unit 520 gives the first train control system 110 control authority to the train and generates a test signal for transferring the control authority to the second train control system 120. [ At this time, the test signal includes a signal generated by simulating the state information on the second train control system 120 and the vehicle information of the vehicle controlled by the second train control system 120. The control device 520 includes a master signal unit 522, a simulated signal generating unit 530, an ATP state information collecting unit 524, an ATO state information collecting unit 526, and a vehicle information collecting unit 528 do.

First, the master signal unit 522 gives priority to the first train control system 110 to control the train. More specifically, the master signal unit 522 generates a master signal when power is supplied from the power supply unit 510, and outputs the generated master signal to the first ATP system 112 of the first train control system 110. The first ATP system 112 operates when a master signal is input to perform safety control of a train.

In one embodiment, the master signal portion 522 may output a predetermined first voltage to the first ATP system. For example, the master signal unit 522 may output DC 100V to the first ATP system 112. [

5, it is described that the master signal unit 522 assigns control authority to only the first ATP system 112. However, in another embodiment, the master signal unit 522 may be provided not only to the first ATP system 112, The first ATO system 114 of the first train control system 100 may be given control authority.

More specifically, the master signal unit 522 generates a first master signal and outputs the first master signal to the first ATP system 112, thereby giving priority to the first ATP system 112 to the safety control authority for the train . The master signal unit 522 generates a second master signal and outputs the second master signal to the first ATO system 114 so as to give priority to the first ATO system 114 for the operation control authority for the train.

The first ATP system 112 operates when a first master signal is input to perform safety control of a train and the first ATO system 114 operates when a second master signal is input to control the operation of the train .

Meanwhile, the first ATP system 112 can identify a normal system among the first and second ATO systems 114 and 124, and can connect to any one of the confirmed normal systems. More specifically, the first ATP system 112 may receive state information for the first and second ATO systems 114, 124 from the state verification unit 113. At this time, the state information for the second ATO system 124 may correspond to the mock state information received from the test apparatus 410.

The first ATP system 112 can identify a normal one of the first and second ATO systems 114 and 124 based on the received status information and select one of the confirmed normal systems for communication. At this time, the first ATP system 112 may preferentially select the first ATO system 114 if the first and second ATO systems 114 and 124 are both normal.

Next, the ATP status information collection unit 524 collects the first ATP status information about the first train control system 110 and the second ATP status information about the second train control system 120, 1 and the second ATP status information to the first train control system 110. At this time, the second ATP state information is generated by the simulation signal generation unit 530.

More specifically, the ATP status information collection unit 524 receives the first ATP status signal from the ATP status signal unit 111 of the first train control system 110.

The ATP status signal unit 111 determines the status of the first ATP system 112, generates a first ATP status signal according to the status, and outputs the first ATP status signal to the test apparatus 410. At this time, the first ATP status signal includes a normal signal and an abnormal signal. The ATP status signal unit 111 outputs a normal signal. If an error occurs in the first ATP system 112, the ATP status signal unit 111 generates an abnormal signal and outputs the abnormal signal to the test apparatus 410.

In one embodiment, the ATP status signal unit 111 may output a predetermined second voltage with a normal signal and output a predetermined third voltage with an abnormal signal.

For example, the ATP status signal section 111 may output DC 0V to the test apparatus 410 if the first ATP system 112 is normal. The ATP status signal unit 111 may output DC 100 V to the test apparatus 410 when an error occurs in the first ATP system 112.

On the other hand, the ATP status information collection unit 524 receives the second ATP status signal regarding the second train control system 120 from the simulated signal generation unit 530. A detailed description of the second ATP status signal will be given later.

The ATP state information collecting unit 524 outputs the second ATP state signal simulated by the simulation signal generating unit 530 to the first train control system 110 through the output device 560. [

The first train control system 110 verifies the second ATP status signal through the state verification unit 113 and then passes the safety control right for the train to the second train control system 120 only when the signal is a normal signal.

Next, the ATO state information collecting unit 526 collects the first ATO state information about the first train control system 110 and the second ATO state information about the second train control system 120, 1 and second ATO status information to the first train control system 110. At this time, the second ATO state information is simulated by the simulated signal generator 530.

More specifically, the ATO status information collection unit 526 receives the first ATO status signal from the ATO status signal unit 115 of the first train control system 110.

The ATO state signal unit 115 determines the state of the first ATO system 114, generates a first ATO state signal according to the state, and outputs the first ATO state signal to the test apparatus 410. At this time, the first ATO state signal includes a normal signal and an abnormal signal. The ATO status signal unit 115 outputs a normal signal. If an error occurs in the first ATO system 114, the ATO status signal unit 115 generates an abnormal signal and outputs the abnormal signal to the test apparatus 410.

In one embodiment, the ATO state signal unit 115 may output a predetermined second voltage with a normal signal and output a predetermined third voltage with an abnormal signal. For example, the ATO status signal unit 115 may output DC 0V to the test apparatus 410 if the first ATO system 114 is normal. In addition, the ATO state signal unit 115 may output DC 100V to the test apparatus 410 when an abnormality occurs in the first ATO system 114.

On the other hand, the ATO state information collecting unit 526 receives the second ATO state signal regarding the second train control system 120 from the simulated signal generating unit 530. A detailed description of the second ATO state signal will be given later.

The ATO state information collection unit 526 outputs the second ATO state signal generated by the simulation signal generation unit 530 to the first train control system 110 through the output device 560. [

The first train control system 110 verifies the second ATO state signal through the state verification unit 113 and then passes the operation control authority for the train to the second train control system 120 only when the signal is a normal signal.

Next, the vehicle information collecting unit 528 collects the first vehicle information of the vehicle controlled by the first train control system 110 and the second vehicle information of the vehicle controlled by the second train control system 120 And provides the collected first and second vehicle information to the first train control system 110. At this time, the second vehicle information is simulated by the simulated signal generating unit 530.

Next, the simulated signal generating unit 530 generates simulated state information on the second train control system 120. [ More specifically, the simulation signal generator 530 generates ATP state information, ATO state information, and vehicle information of the second train control system 120 required in the first train control system 110.

5, the simulation signal generation unit 530 includes an ATP state signal generation unit 532, an ATO state signal generation unit 534, and a vehicle information generation unit 536. As shown in FIG.

The ATP status signal generator 532 generates a second ATP status signal indicating the status of the second ATP system 122. At this time, the second ATP state signal includes a normal signal and an abnormal signal.

In one embodiment, the ATP state signal generator 532 may output a predetermined second voltage with a normal signal and output a predetermined third voltage with an abnormal signal. For example, the ATP status signal generator 532 may output DC 100V to the first train control system 110 via the output device 560 as a normal signal. In addition, the ATP state signal generator 532 may output DC 0V to the first train control system 110 via the output device 560 as an abnormal signal.

The ATO state signal generator 534 simulates a second ATO state signal indicating the state of the second ATO system 124. At this time, the second ATO state signal includes a normal signal and an abnormal signal.

In one embodiment, the ATO state signal generator 534 may output a predetermined second voltage with a normal signal and output a predetermined third voltage with an abnormal signal. For example, the ATO state signal generator 534 may output DC 100V to the first train control system 110 via the output device 560 as a normal signal. Also, the ATO state signal generator 534 can output DC 0V to the first train control system 110 via the output device 560 as an abnormal signal.

The vehicle information generation unit 536 generates second vehicle information for the system seasonality. At this time, the second vehicle information is state information of the vehicle, which is controlled by the second train control system 120, and includes train operation mode information, train operation direction information, train position information, train length information, train speed information, , Distribution board information, and door state information.

The vehicle information generating unit 536 converts the generated second vehicle information into a digital signal in accordance with each set value, and outputs the digital signal to the first train control system 110 through the output device 560.

As described above, the present invention is characterized in that the second ATP status signal, the second ATO status signal, and the second vehicle information are simulated by the test apparatus 410 instead of being received from the second train control system 120 do. Accordingly, the present invention is advantageous in that the first train control system 110 can be tested without being connected to the second train control system 120, and the volume and weight of the test apparatus 410 can be reduced .

Next, the input device 550 receives status information about the first train control system 110 from the first train control system 110 and the first vehicle information of the vehicle controlled by the first train control system 110 Digital signals are input.

The output device 560 outputs the state information on the second train control system simulated by the simulation signal generation unit 530 and the second vehicle information of the vehicle controlled by the second train control system to the first train And outputs it to the control system 110 as a digital signal.

Referring again to FIG. 4, display device 420 displays test control, test results, and progress for first train control system 110.

Next, the cable 430 is connected to the I / O connector group 440 to electrically connect the first train control system 110 and the test apparatus 210, and the I / O connector group 440 is connected to the test apparatus 210. [ (410) to electrically connect the test apparatus (410) to an external first train control system (110).

4, since the test system 400 according to an exemplary embodiment of the present invention is not connected to the second train control system 120 unlike the conventional test system 200, the second train control system 120, a cable for connecting with the second train control system 120, and an I / O connector group are unnecessary. Accordingly, the test system 400 according to an embodiment of the present invention can greatly reduce the volume and weight.

The test system 400 according to an embodiment of the present invention described above tests whether the first and second train control systems 110 and 120 operate normally, but the present invention is not limited thereto.

The test system 400 according to an embodiment of the present invention can also be applied to a dual system control system comprising a main control system and a preparatory system control system.

More specifically, the test system 400 according to an embodiment of the present invention includes a first control system that controls the apparatus, a second control system that controls the apparatus when a failure occurs in the first control system, And a test apparatus 410 connected to the first control system to test whether the first control system operates normally.

At this time, the test apparatus 410 may generate the state information for the second control system, and the state information of the apparatus controlled by the second control system, and provide them to the first control system.

6 is a cross-sectional view showing a conventional test apparatus.

6, the conventional test apparatus 210 uses a cable 630 to connect a plurality of devices to an external I / O connector group 240, 245. As shown in FIG.

Such a conventional testing apparatus 210 has a disadvantage in that the space for wiring the cable 630 must be secured, which leads to an increase in volume. In addition, the conventional testing apparatus 210 has another disadvantage in that it is heavy because a large number of cables 630 are used for complicatedly connecting each of the plurality of devices and the plurality of connectors. Particularly, in the case of the train control system, since the voltage of input / output signals is high in the conventional test apparatus 210, the weight of the cable 630 is considerably heavy because the cable 630 is thick.

Meanwhile, the conventional testing apparatus 210 includes a backplane board 610 for exchanging data between a plurality of apparatuses. The backplane board 610 is connected to the cable 630 by attaching the connector 620. At this time, the PIN of the connector 620 is limited, which means that it is not possible to allocate all interface ports or channels .

Particularly, in the case of a train control system, even if a failure occurs in any one of the plurality of devices, there is no damage to the other devices, so separation between the devices is required. For this purpose, the conventional test apparatus 210 uses a dry contact contact method for the input / output device.

As shown in FIG. 7A, the conventional input device uses two signal lines for one channel because the input signal is input to the non-voltage contact. Also, as shown in FIG. 7B, the conventional output device also uses two signal lines for one channel in order to output the output signal to the non-voltage contact point.

For example, assume that there are five input devices. Since one input device requires two signal lines, the five input devices use a total of ten signal lines and use the pins of ten connectors 620. [

Since the input device and the output device use two signal lines per one channel, the use of the pins of the connector 620 is inefficient and the use of the pins of the connector 620 for devices other than the input device and the output device it's difficult.

On the other hand, the conventional input device and output device have another disadvantage that the board must be redesigned when the signal voltage is changed. Train control systems typically use DV 100V and DC 24V as signal voltages. If a conventional input device is designed to receive a DC 24V signal voltage, then it must be redesigned to receive DC 100V as a signal voltage.

8 is a cross-sectional view showing a testing apparatus according to an embodiment of the present invention.

8, the test apparatus 410 according to an exemplary embodiment of the present invention includes a power supply 510, a control device 520, a plurality of input devices 550, a plurality of output devices 560 ), A first printed circuit board 810, and a second printed circuit board 820.

The power supply unit 510 converts the external commercial power supply into a voltage required for the test apparatus 410 and supplies it to the test apparatus 410. The control unit 520 tests whether the control system connected to the first train control system 110 or the second train control system 120 is operated normally.

Next, the first printed circuit board 810 is connected to a plurality of devices and interfaces signals. More specifically, the first printed circuit board 810 is connected to a plurality of devices by forming a first board connector 812 on one side, and electrically connects the plurality of connected devices to interface signals. The first printed circuit board 810 is connected to the second printed circuit board 820 by forming a second board connector 814 on the other surface thereof.

The first printed circuit board 810 includes a first signal line electrically connected to the power supply 510, a second signal line electrically connected to the control unit 520, a second signal line electrically connected to the plurality of input devices 550, A third signal line, and a fourth signal line electrically connected to the plurality of output devices 560 are formed.

9A, the third signal line includes an input side signal line 910 connected to the plurality of input devices 550 on a one-to-one basis, and an output side common signal line (not shown) commonly connected to the plurality of input devices 550 920).

9B, the fourth signal line includes an input-side common signal line 930 commonly connected to the plurality of output devices 560, and an output-side common signal line 930 commonly connected to the plurality of output devices 560 940).

As described above, according to the present invention, the output side signal lines of the plurality of input devices 550 are connected in common and the input side signal lines of the plurality of output devices 560 are connected in common to reduce the pin use of the connector. For example, when five input devices 550 are used, ten signal lines are conventionally connected to the pins of ten connectors, while five input side signal lines and one output side common signal line are connected to the pins of the connector. Accordingly, the present invention is advantageous in that devices other than the input / output device can be connected to the connector pin, and the pins of the connector can be efficiently used.

Next, the second printed circuit board 820 is connected to the first printed circuit board 820 and the I / O connector 440 to form a signal line electrically connecting the plurality of devices to the I / O connector 440 Thereby interfacing signals between a plurality of devices and an external first train control system 110.

Next, the plurality of input devices 550 receives digital signals from the train control system connected to the test apparatus 410. More specifically, when a specific voltage is input from the train control system, the plurality of input devices 550 converts the input voltage into a voltage required by the test apparatus 410. For example, the input device 550 may convert DC 100V to DC 3.3V required by the test apparatus 410 when DC 100V is input as a signal voltage from the train control system.

The plurality of output devices 560 outputs a digital signal to the train control system connected to the test apparatus 410. More specifically, the plurality of output devices 560 convert the specific voltage into a voltage required by the train control system and output it. For example, the output device 560 can convert the voltage of 3.3V to 100V used in the train control system and output it.

Hereinafter, the input device 550 according to an embodiment of the present invention will be described in more detail with reference to FIG.

11 is a view illustrating an input device according to an embodiment of the present invention.

Referring to FIG. 11, an input device 550 according to an embodiment of the present invention includes an input board 1010, an input module 1020, and a connector 1030.

The input board 1010 electrically connects the input module 1020 and the connector 1030.

10, the input module 1020 is mounted on the input board 1010 and converts a specific voltage of an input signal input through the connector 1030 to a device voltage required by the test apparatus 410 do.

The input module 1020 includes at least one of a first input module 1020a and a second input module 1020b. The first input module 1020a converts the first voltage of the input signal into a device voltage required by the test apparatus 410. [ The second input module 1020b converts the second voltage of the input signal into a device voltage required by the test apparatus 410. [

For example, the first input module 1020a may convert DC 100V to DC 3.3V required by the test apparatus 410 when DC 100V is input from the train control system. Then, the second input module 1020b can convert the DC 24V to the DC 3.3V required by the test apparatus 410 when the DC 24V is input from the train control system.

An input device 550 according to an embodiment of the present invention includes an input module 1020 that modulates an interface circuit for converting a specific voltage of an input signal into a device voltage, And is designed so that it can be attached and detached on its own. Accordingly, since the input device 550 according to the embodiment of the present invention only needs to change only the input module when the voltage of the input signal is changed, it is possible to reduce the time and cost according to the redesign of the device, .

10 and 11, the first and second input modules 1020a and 1020b are all mounted on one input board 1010, but the present invention is not limited thereto. The input board 1010 may mount at least one of the first and second input modules 1020a and 1020b.

12 is a view showing an output device according to an embodiment of the present invention.

Referring to FIG. 12, an output device 560 according to an embodiment of the present invention includes an output board 1110, an output module 1120, and a connector 1130.

The output board 1110 electrically connects the output module 1120 and the connector 1130.

10, the output module 1120 is mounted on the output board 1110 to convert the apparatus voltage of the test apparatus 410 to a specific voltage required by the train control system and outputs the specific voltage.

This output module 1120 includes at least one of a first output module 1120a and a second output module 1120b. The first output module 1120a converts the device voltage of the output signal to a first voltage required by the train control system. The second output module 1120b converts the device voltage of the output signal to a second voltage required by the train control system.

For example, the first output module 1120a may convert DC 3.3V to DC 100V required by a train control system. The second output module 1120b can convert DC 3.3V to DC 24V required by the train control system.

As described above, the output device 560 includes an output module 1120 that modifies the interface circuit that converts the device voltage to a specific voltage of the output signal, and the output module 1120 is connected to the output board 1110 And is designed to be detachable and attachable. Accordingly, since the output device 560 according to the embodiment of the present invention simply changes the output module when the voltage of the output signal is changed, it is possible to reduce the time and cost according to the redesigning of the device, .

10 and 12, the first and second input modules 1120a and 1120b are all mounted on one output board 1110. However, the present invention is not limited thereto. The output board 1110 may mount at least one of the first and second output modules 1120a and 1120b.

FIG. 13 is a view showing an input device according to another embodiment of the present invention, and FIG. 14 is a view showing an output device according to another embodiment of the present invention.

An input module 1020 according to another embodiment of the present invention includes a first circuit board 1022 and a first module connector 1024, as shown in FIG.

The first circuit board 1022 includes a first interface circuit that converts a specific voltage of an input signal to a device voltage required by the test apparatus 410. The first module connector 1024 is connected to the input board 1010, And electrically connects the first circuit board 1022 to the input board 1010. The first circuit board 1022 is electrically connected to the input board 1010. [

The output module 1120 according to another embodiment of the present invention includes a second circuit board 1122 and a second module connector 1124, as shown in Fig.

The second circuit board 1122 includes a second interface circuit that is formed to have the same size as the first circuit board 1022 and converts the device voltage to a specific voltage required by the train control system. The second module connector 1124 couples with the connector formed on the output board 1110 to electrically connect the second circuit board 1122 to the output board 1110.

In another embodiment of the present invention, at least one of the position, length, and number of pins of the second module connector 1124 is configured differently from the first module connector 1024.

For example, the first circuit board 1022 and the second circuit board 1122 may have the same size, and may be formed in a rectangular shape having a pair of short sides and a pair of long sides.

The first module connector 1024 may be formed along the short side on the first circuit board 1022 while the second module connector 1124 may be formed along the long side on the second circuit board 1122 .

As another example, the first module connector 1024 may be formed with a first length along the long side on the first circuit board 1022, while the second module connector 1124 may be formed on the second circuit board 1122 The long side may be formed by a second length longer than the first length.

The first and second module connectors 1024 and 1124 are formed differently so that the input module 1020 is inserted into the output board 1110 or the output module 1120 is connected to the input board 1010 So that it can be prevented from being inserted.

It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit and scope of the present invention as set forth in the following claims It can be understood that

Claims (1)

A mobile test apparatus for testing a train controlled by any one of a first train control system and a second train control system,
A control unit that gives the first train control system control authority to the train and generates a test signal for transferring the control authority to the second train control system;
An output device connected to the first train control system and outputting the test signal to the first train control system; And
And an input device connected to the first train control system and receiving a test result signal from the first train control system,
Wherein the test signal includes a signal generated by simulating state information of the second train control system and state information of the vehicle controlled by the second train control system.

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