KR20180134607A - Communication monitoring device of railway vehicle - Google Patents

Abstract

Various embodiments of the present invention relate to a communication monitoring device for a railway vehicle. The technical purpose of the present invention is to provide a device capable of monitoring communication between a driving room computer of a railway vehicle and each arranged vehicle computer, each arranged vehicle computer and various input and output devices of each arranged vehicle, or the driving room computer and various input and output devices of the driving room. To achieve the purpose, the present invention includes: a main station; a sub-station connected with the main station through a communication line to communicate with the main station in a high-level data-link control (HDLC) transmission mode among RS485 transmission methods; a signal converter connected in parallel with the communication line to receive the HDLC signal, and converting the HDLC signal into an RS232 or UART signal; a monitoring part receiving the RS232 or UART signal from the signal converter to monitor and store a communication state and communication content and information about whether the communication signal is normal or not; and a display part receiving and displaying a monitoring result from the monitoring part.

Description

[0001] The present invention relates to a communication monitoring device for a railway vehicle,

Various embodiments of the present invention relate to a communication monitoring device for a railway vehicle.

Generally, a railway vehicle includes a train control system (TCMS) composed of a train computer (TC) arranged in a cab and a car computer (CC) installed in a plurality of train wheels . Such a train control system is an information management system aiming at a driving control function, a driving support function, and a vehicle inspection function of a railway car, and ultimately, it is responsible for the performance of a railway vehicle, and thus requires very high reliability and stability. In addition, such a train control system monitors the operation information of the entire railway vehicle and the operation status of the main equipment, and provides information on the operation of the railway vehicle and the operation status of the main equipment through the display device in the cab in real time.

In particular, TC and CC are connected to a large number of input / output devices, and the accuracy of mutual communication between them is very important for safe operation. That is, information is exchanged between TC, CC and / or a plurality of input / output devices through a given communication method, and TC and CC perform various control and management based on such communication signals, This can seriously hamper safe operation.

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

SUMMARY OF THE INVENTION It is an object of the present invention to provide a communication monitoring apparatus for a railway vehicle. That is, a problem to be solved by the present invention is to provide a communication monitoring device between a cab computer of a railway car, each knitting vehicle computer, each knitting vehicle computer, various input / output devices of each knitting vehicle, .

A communication monitoring apparatus of a railway vehicle according to various embodiments of the present invention includes a main station; A secondary station connected to the main station through a communication line and communicating with the main station in an HDLC (High-level Data-Link Control) transmission mode among RS485 transmission modes; A signal converter connected to the communication line in parallel for receiving the HDLC signal and converting the HDLC signal into an RS232 or UART signal; A monitoring unit receiving an RS232 or UART signal from the signal converter to monitor and store an abnormality of the communication signal, a communication state, and communication contents; And a display unit for receiving and displaying the monitoring result from the monitoring unit.

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 knitting vehicle of a railway vehicle. The sub station may be a DCU (Door Control Unit), an ECU (Electrical Control Unit), a SIV Inverter, Variable Voltage Variable Frequency (VVVF) or Compressor Motor Inverter (CM-INV).

The main station may be a TC (Train Computer) installed in a cabin of a railway car, and the sub station may be a CC (Car computer) installed in each knitting vehicle of a railway car or ATC (Automatic Train Control) (Automatic Train Operation) or TWC (Train to Wayside Communication).

The signal converter comprising: a receiver for receiving the HDLC signal from the communication line; A conversion controller for converting the HDLC signal received from the receiver into an RS232 or UART signal; And a transmitter for transmitting the converted RS232 or UART signal to the monitoring unit.

The signal converter may further include an LED (Light Emitting Device) indicating that a communication signal is received and transmitted under the control of the conversion control unit.

The signal converter receives an HDLC signal transmitted from the main station to the sub station or an HDLC signal transmitted from the sub station to the main station.

The signal converter can decode NRZ, NRZI, FM0, FM1 or Manchester code input from the communication line.

The communication contents may include a propeller notch, a braking notch, a braking signal, a front and rear cab selection signal, a shaft speed, a voltage value, and a current value.

The signal converter may include a separate power source separate from the communication line.

And a gender for connecting the signal converter to a communication line between the main station and the sub station.

An embodiment of the present invention provides a communication monitoring apparatus for a railway vehicle. That is, the embodiment of the present invention can be applied to various kinds of input / output devices (DCU, ECU, SIV, VVVF or CM-INV) of a cabin computer of a railway car, each knitting vehicle computer, each knitting vehicle computer and each knitting vehicle, Output devices (ATC, ATO, or TWC).

Particularly, the embodiment of the present invention converts a communication signal transmitted / received in the HDLC transmission mode in the RS485 transmission mode through the communication line into the RS232 or UART mode so that the computer can process the communication signal.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A and FIG. 1B are a schematic view and a block diagram showing the configuration of a communication monitoring apparatus of a railway vehicle according to various embodiments of the present invention.
2 is a block diagram illustrating an example of TCMS among railway vehicles according to various embodiments of the present invention.
3A and 3B are block diagrams illustrating an example in which a communication monitoring apparatus of a railway vehicle according to various embodiments of the present invention is applied to TCMS.
4A and 4B are a perspective view and a photograph showing an example of a gender for connecting a communication monitoring apparatus of a railway vehicle to a communication line of a main station and a sub station in parallel according to various embodiments of the present invention.
5 is a flowchart illustrating a monitoring method using a communication monitoring apparatus of a railway vehicle according to various embodiments of the present invention.

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

The embodiments of the present invention are described in order to more fully explain the present invention to those skilled in the art, and the following embodiments may be modified into various other forms, It is not limited to the embodiment. Rather, these embodiments are provided so that this disclosure will be more faithful and complete, and will fully convey the scope of the invention to those skilled in the art.

In the following drawings, thickness and size of each layer are exaggerated for convenience and clarity of description, and the same reference numerals denote the same elements in the drawings. As used herein, the term " and / or " includes any and all combinations of one or more of the listed items. In the present specification, the term " connected " means not only the case where the A member and the B member are directly connected but also the case where the C member is interposed between the A member and the B member and the A member and the B member are indirectly connected 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" include singular forms unless the context clearly dictates otherwise. Also, " comprise, " and / or " comprising, " when used in this specification, are intended to be interchangeable with the said forms, numbers, steps, operations, elements, elements and / And does not preclude the presence or addition of one or more other features, integers, operations, elements, elements, and / or groups.

Although the terms first, second, etc. are used herein to describe various elements, components, regions, layers and / or portions, these members, components, regions, layers and / It is obvious that no. These terms are only used to distinguish one member, component, region, layer or section from another region, layer or section. Thus, a first member, component, region, layer or section described below may refer to a second member, component, region, layer or section without departing from the teachings of the present invention.

In addition, the controller, monitoring computer and / or other associated equipment or components in accordance with the present invention may utilize any suitable hardware, firmware (e.g., on-demand semiconductor), software, or a suitable combination of software, firmware, . For example, the various components of a controller (controller) and / or other associated equipment or components in accordance with the present invention may be formed on one integrated circuit chip or on a separate integrated circuit chip. In addition, the various components of the controller (controller) may be implemented on a flexible printed circuit film and formed on the same substrate as the tape carrier package, printed circuit board, or controller (controller). In addition, the various components of the controller (controller) may be processes or threads executing on one or more processors in one or more computing devices, which execute computer program instructions to perform the various functions described below And interact with other components. The computer program instructions are stored in a memory that can be executed on a computing device using standard memory devices, such as, for example, random access memory. The computer program instructions may also be stored in other non-transitory computer readable media, such as, for example, CD-ROMs, flash drives, and the like. Further, those skilled in the art will appreciate that the functions of the various computing devices may be combined with one another, integrated into one computing device, or the functionality of a particular computing device may be implemented within one or more other computing devices Lt; / RTI > can be dispersed in the < / RTI >

For example, the monitoring computer according to the present invention can be used in a wide variety of applications, such as a central processing unit, a mass storage device such as a hard disk or solid state disk, a volatile memory device, an input device such as a keyboard or a mouse, It can be operated from a computer.

Figs. 1A and 1B are a schematic view and a block diagram showing the configuration of a communication monitoring apparatus 100 of a railway vehicle according to various embodiments of the present invention.

1A, a communication monitoring apparatus 100 for a railway vehicle according to an embodiment of the present invention includes a main station 110, a sub station 120, a signal converter 130, 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 secondary station 120 operates under the control of the main station 110, which generates a response as a frame signal. Each secondary station 120 can maintain a separate logical link with the primary station 110. [

Here, the main station 110 and the sub station 120 may be in the form of a mixed station capable of performing each of the features, that is, both the command and the response.

The main station 110 and the sub station 120 are connected to each other through a communication line and can communicate with each other through a communication line in an HDLC (High-level Data-Link Control) transmission mode among RS485 transmission modes.

Here, the communication line may be installed, for example, in a train control and monitoring system (TCMS) of a railway vehicle, though it is not limited thereto. The configuration of the TSMS will be described below again.

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

The signal converter 130 receives the HDLC signal transmitted from the main station 110 to the sub station 120 or receives and processes the HDLC signal transmitted from the sub station 120 to the main station 110 . Of course, the signal converter 130 can handle both asynchronous communication and synchronous communication. Also, all of the data lines are isolated so that the signal converter 130 does not affect other systems. In addition, in general, the RS485 communication line has a termination resistance, which maintains the communication level but should not interfere with it, so that the signal converter 130 has no additional resistance.

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

The monitoring unit 140 receives the RS232 or UART signal from the signal converter 130, monitors and stores the abnormality of the communication signal, the communication state, and the communication contents. The monitoring unit 140 may be a conventional personal computer, and a dedicated analysis program may be installed to analyze the inputted RS232 or UART signal. Here, the communication contents may include, for example, but not limited to, a propeller notch, a braking notch, a braking signal, a front and rear cab selection signal, a shaft speed, a voltage value, and a current value.

The display unit 150 displays various analysis results monitored by the monitoring unit 140 in real time to the user so that the communication status and communication status between the main station 110 and the sub station 120 can be checked in real time .

1B, the signal converter 130 may include a receiving unit 131, a conversion control unit 132, a transmitting unit 133, an LED 134 (Light Emitting Device), and a power supply unit 134.

The receiving unit 131 receives the HDLC signal from the communication line.

The conversion control unit 132 converts the HDLC signal received by the receiving unit 131 into an RS232 or UART signal and outputs the signal. In particular, the conversion control unit 132 may decode / encode NRZ, NRZI, FM0, FM1 or Manchester codes received through the receiving unit 131. [ That is, NRZ, which is one of the data encoding methods, stands for None Return to Zero, which means a line code that makes one pulse waveform time interval indicating 1 or 0 equal to one period. Also, NRZI maintains the previous level when it is 0 and maintains the inverted level when it is 1, in order to avoid the difficulty of receiving side bit synchronization when 0 or 1 appears continuously. In addition, FM0 (Bi-Phase Space) changes in all bits occur at the edge portion. That is, if 0 is inverted at the edge part, 1 is maintained, and the taming is analyzed at intervals of 90 degrees. Also, in the FM1 (Bi-Phase Mark), a change occurs in all bits at the edge portion. If 1 is inserted in all bits, data is inverted if it is 1, and if it is 0, 1 is maintained. Analyze the timing at intervals of 90 degrees and receive. Finally, Manchester (Bi-Phase) is technically a bit shifted by 180 degrees compared 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 various ways as described above, and converts it into an RS232 or UART signal that can be processed by a general computer.

In addition, the conversion control unit 132 analyzes a data error when a check sum (CheckSum) in the protocol is calculated, and restores the data.

The transmitting unit 133 transmits the converted RS232 or UART signal to the monitoring unit 140. [ Further, the LED 134 indicates that the communication signal is received and transmitted under the control of the conversion control section 132. [

In addition, the power supply unit 134 supplies DC power to the reception unit 131, the control unit 132, the transmission unit 133, and the LED 134, which are electrically isolated from the communication line, do.

2 is a block diagram illustrating an example of TCMS among railway vehicles according to various embodiments of the present invention.

As shown in FIG. 2, the TCMS of a railway vehicle includes a TC (Train Computer) installed in a cab and a CC (Car Computer) installed in each train. Here, the TC and the CC can communicate with each other in the Manchester HDLC mode through, for example, but not limited to, a communication line. Accordingly, the railway vehicle communication monitoring apparatus 100 according to the embodiment of the present invention can perform a monitoring operation by being connected in parallel to a communication line between the CC and the TC.

TC and CC are connected to a large number of I / O / peripherals / adjuncts, which play a very important role in the safe operation of railway vehicles. Therefore, they exchange information through a predetermined communication method, and each performs control and management with the input / output / peripheral / accessory device.

This will be explained in more detail.

The TC installed in the cab can be connected to a TC (Display Unit), CSC (Customer Service Computer), ATC (Automatic Train Control), ATO (Automatic Train Operation) and / or TWC (Train to Wayside Communication) From which they can sense the condition and perform appropriate control by a suitable communication scheme.

Here, TC and DU are installed in each cab. For example, TC and DU are RS422 transmission methods, TC and CSC are RS485 transmission type, TC and ATC are RS485 transmission mode and HDLC transmission mode, TC and ATO are RS485 transmission mode and HDLC transmission mode TC and TWC can communicate with each other in RS485 transmission mode and HDLC transmission mode.

Particularly, ATC, ATO, and / or TWC are very important control devices related to automatic operation of railway vehicles and require high communication speed and high security, so that 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 can perform the monitoring operation by being connected in parallel to the communication line between the TC and each ATC, ATO and / or TWC.

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

On the other hand, the monitoring device of the CC may slightly differ depending on the combination of the vehicle. For example, in a case where the 8-unit / 1-unit combination is used as a reference, a peripheral device is configured to control each driving device as shown in FIG. The driving device is not shown in FIG. 2 due to the complexity of the drawings.

As shown, the DCU (Door Control Unit) and the ECU (Electrical Control Unit) can be installed in all vehicles, and can be installed in various vehicles such as a Static Inverter (SIV), a Variable Voltage Variable Frequency (VVVF) and / or a Compressor Motor INVter Can be attached to a power-driven vehicle to control a load such as an electric motor. Substantially, VVVF may be a power converter for motor speed control.

The control unit can be directly connected to the interface communication board installed in the CC by the RS485 method, and the CC is responsible for the control and management of the DCU, ECU, SIV, VVVF and / or CM-INV. For example, the DCU can communicate with the CC in the RS485 manner via the communication line, the ECU can communicate with the CC in the RS485 transmission mode and the HDLC transmission mode via the communication line, VVVF can communicate with CC in RS485 transmission mode and HDLC transmission mode, and VVVF can communicate with CC in RS485 transmission mode and HDLC transmission mode through communication line, and CM-INV can communicate with CC in communication line through RS485 transmission mode Lt; / RTI >

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

2, the TCMS includes a main computer TC located in a train control car (TC Car), a driving control vehicle (TC Car), a power car (M1 / M2 Car), and a passenger car T1 / T2 Car) may vary slightly depending on the vehicle computer (CC) installed in the vehicle.

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

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

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

Specifically, the communication monitoring apparatus 100a of the railway vehicle is provided with a door control signal transmitted and received between the CC and the DCU, ECU, SIV, VVVF and / or CM-INV, for example, Stop signal of railway vehicle according to braking command of M / C (Master controller) and ATO, motor control signal by SIV, manual control of VVVF, And / or a signal for starting the inverter to operate the compressor to secure the air pressure when the main air pressure by the CM-INV is low.

As described above, various communication signals can be transmitted and received between the main station and the sub station. In the embodiment of the present invention, for example, a push notch, a braking notch, a braking signal, A current value, and the like can be transmitted and received.

Also, 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 sub station 120 in the TCMS. That is, the communication monitoring apparatus 100b of the railway vehicle according to the embodiment of the present invention is connected to the communication line between TC and CC, ATC, ATO, and / or TWC via the gender 160, The abnormality of the signal, the communication state and / or the communication contents can be monitored.

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

4A and 4B are a perspective view and a photograph showing an example of a gender for connecting a communication monitoring apparatus of a railway vehicle to a communication line of a main station and a sub station in parallel according to various embodiments of the present invention.

As shown in FIG. 4A, the railway vehicle communication monitoring apparatuses 100, 100a, 100b according to the present invention are connected to a communication line in parallel to receive a HDLC signal and convert the HDLC signal into an RS232 or UART signal 130 may be connected in parallel to a communication line between the main station 110 and the sub station 120 via, for example, but not limited to, the gender 160. [

The gender 160 is protected by a housing 160A of an outer shape and is connected to the main housing 110 and the signal converter 130 by electrical connection between the main station 110, A circuit board (not shown) is provided. That is, the main station 110, the sub station 120, and the signal converter 130 are electrically connected by a circuit pattern provided on the printed circuit board.

A lower connector 161 coupled to the main station 110 is provided on the lower surface of the housing 130A (that is, the lower surface of the printed circuit board), and the upper surface of the housing 130A The first upper connector 162 is connected to the sub-station 120 through a communication line. The communication monitoring apparatuses 100, 100a, 100b of the railway vehicle according to the embodiment of the present invention are provided on the upper surface of the housing 130A (that is, the upper surface of the printed circuit board) And a second upper connector 163 connected to the second upper connector 163.

4B, a communication line 162A connecting the main station 110 and the sub station 120 is coupled to the first upper connector 162 of the gender 160, and a gender 160 And the communication line 163A connected to the communication monitoring device 100, 100a, 100b of the railway car is connected to the second upper connector 163 of the railway car 200 in parallel with the communication line 162A.

In this way, the communication monitoring apparatuses 100, 100a and 100b of the railway vehicle according to the embodiment of the present invention can be realized by a signal converter 130 for converting an HDLC signal into an RS232 or UART signal, Is connected in parallel to the communication line between the main station 110 and the sub station 120 through the gender 160 so that it can be easily coupled and / or separated to the existing communication line, .

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

First, the monitoring apparatuses 100, 100a, 100b of the railway vehicle according to the embodiment of the present invention are permanently or temporarily connected to existing communication lines (S1)

 Here, the existing communication line means 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 Line.

Here, data can be transmitted and received in the HDLC transmission mode as the RS485 transmission method through the communication line. Also, such data can be transmitted and received encoded in NRZ, NRZI, FM0, FM1 or Manchester codes.

Here, the communication monitoring devices 100, 100a, and 100b of the railway vehicle may be connected in parallel to the existing communication lines through the genders 160 and the like.

(S2) Here, the communication contents include the door control signal of the DCU, the inter-day controller by the ECU, the stop signal of the railway vehicle in accordance with the braking command of the ATO, the SIV When the traction motor control signal due to the braking command from the ATO and / or the main air pressure by the CM-INV is low during manual operation of the railway vehicle by the VVVF, or when the main air pressure by the CM-INV is low during the automatic operation, So that air pressure can be secured. The contents of communication are monitored by SMRT-NET signal between TC and CC, automatic vehicle control signal by ATC, automatic vehicle operation signal by ATO, and / or vehicle information transmission signal by TWC. In particular, the communication content may be a propeller notch, a braking notch, a braking signal between the CC and the VVVF, a selection signal before and after the cab, a shaft speed, a voltage value and a current value. Here, substantially the voltage value and the current value can be received from the switchboard relay of the electric railway vehicle.

Next, the analysis program installed in the monitoring unit 140 is loaded to prepare for analyzing the data transmitted and received through the communication line. (S3) Here, the analysis program is a program for analyzing various data (for example, A brake signal, a selection signal before and after the cab, a shaft speed, a voltage value, and a current value) are accumulated and visualized in accordance with time.

In particular, the analysis program extracts time data from the data transmitted and received through the communication line without using the internal time data provided in the monitoring unit 140 itself, and uses the time data as the reference time, Braking notch, braking signal, operator selection signal, axis speed, voltage value and current value. By this synchronization, data inconsistency and data loss phenomenon do not occur in the present invention.

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

Then, the communication monitoring apparatus 100 converts the data of the HDLC scheme into data of the RS232 or UART scheme, which can be processed by the general computer, using the conversion control unit 132. (S5) In other words, the NRZ, NRZI, FM0, And decodes the HDLC communication signal encoded by FM1 or Manchester code to convert it into RS232 or UART data which can be processed by a computer.

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

The monitoring unit 140 analyzes the received RS232 or UART data according to a predetermined order or algorithm. (S7) In other words, the monitoring unit 140 analyzes the communication data transmitted / And so on.

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

In this way, various embodiments of the present invention can be applied to various types of input / output devices (DCU, ECU, SIV, VVVF or CM-INV) of the cab computer, each knitting vehicle computer, each knitting vehicle computer and each knitting vehicle of the railway car, And a communication monitoring apparatus 100 between a computer and various input / output devices (ATC, ATO, or TWC) in the cab. In particular, the various embodiments of the present invention convert a communication signal transmitted / received in the HDLC transmission mode into an RS232 or UART system through the RS485 transmission method through a communication line so that the computer can process the communication signal. Furthermore, the embodiment of the present invention does not affect the existing communication system by using a separate independent power source, in which the monitoring apparatus 100 of the railway vehicle is separated from the existing system.

Particularly, 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 anomaly does not occur during data synchronization.

It is to be understood that the present invention is not limited to the above-described embodiment, and that various changes and modifications may be made without departing from the scope of the present invention It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention.

100; The communication monitoring device of the railway vehicle according to the embodiment of the present invention
110; Main station 120; Secondary station
130; A signal converter 131; Receiver
132; Conversion control section 133; Transmitter
134; A power supply unit 134; LED
140; A monitoring unit 150; Display portion
160; gender

Claims (11)

Main station;
A secondary station connected to the main station through a communication line and communicating with the main station in an HDLC (High-level Data-Link Control) transmission mode among RS485 transmission modes;
A signal converter connected to the communication line in parallel for receiving the HDLC signal and converting the HDLC signal into an RS232 or UART signal;
A monitoring unit receiving an RS232 or UART signal from the signal converter to monitor and store an abnormality of the communication signal, a communication state, and communication contents; And
And a display unit for receiving and displaying monitoring results from the monitoring unit. The method according to claim 1,
Wherein the communication line is installed in a train control and monitoring system (TCMS) of a railway vehicle. The method according to claim 1,
The main station is a CC (Car computer) installed in each knitting vehicle of the railway vehicle,
The sub station may be a Door Control Unit (DCU), an Electrical Control Unit (ECU), a Static Inverter (SIV), a Variable Voltage Variable Frequency (VVVF) or a Compressor Motor Inverter A communication monitoring device of a railway car characterized by. The method according to claim 1,
The main station is a train computer (TC) installed in a cab of a railway vehicle,
Characterized in that the sub station is a CC (Car Computer) installed in each knitting vehicle of a railway car or an ATC (Automatic Train Control) installed in a railway vehicle, an ATO (Automatic Train Operation) or a TWC (Train to Wayside Communication) Communication monitoring device of vehicle. The method according to claim 1,
The signal converter
A receiver for receiving the HDLC signal from the communication line;
A conversion controller for converting the HDLC signal received from the receiver into an RS232 or UART signal; And
And a transmitter for transmitting the converted RS232 or UART signal to the monitoring unit. 6. The method of claim 5,
Wherein the signal converter further comprises an LED (Light Emitting Device) for indicating that a communication signal is received and transmitted under the control of the conversion control unit. The method according to claim 1,
Wherein the signal converter receives an HDLC signal transmitted from the main station to the sub station or receives an HDLC signal transmitted from the sub station to the main station. The method according to claim 1,
Wherein the signal converter decodes NRZ, NRZI, FM0, FM1 or Manchester code input from the communication line. The method according to claim 1,
Wherein the communication contents include a propeller notch, a braking notch, a braking signal, a front / rear selection signal, a shaft speed, a voltage value, and a current value. The method according to claim 1,
Wherein the signal converter includes a separate power source unit separate from the communication line. The method according to claim 1,
Further comprising a gender for connecting the signal converter to a communication line between the main station and the sub station.

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