KR20190115986A - Automatic train protection display - Google Patents

Abstract

The present invention relates to an automatic train protection (ATP) display device. According to an embodiment of the present invention, the ATP display device comprises a multi-function vehicle bus communicating with other devices.

Description

Automatic Train Protection Screen Display {AUTOMATIC TRAIN PROTECTION DISPLAY}

Embodiments of the present invention relate to an automatic train protection (ATP) screen display.

 The main function of automatic train protection (ATP) is to monitor the speed of the train and provide the driver with information about the actual allowable speed and the distance to the oncoming limit. The ATP display allows the operator to input the vehicle data necessary for operating the ATP system, and monitors the train position, current speed, allowable speed, and braking required for the system function of the onboard computer, signaling information necessary for driving control and safe driving. It is an important device that provides.

 The main electric equipment of electric locomotive is Siemens product, and ATP display of 55 cars from 8201 to 8255 is DEUTA product, but it works by MVB communication. In order to localize the display device, the data transmitted / received through MVB must be analyzed.

 The ATP display is operated as a system that must respond to the MVB communication command of the VCU (Vehicle Control Unit). If the VCU does not receive the specified response, the device is considered to be a failure or a communication error and the function of the device is stopped. Can't drive. Due to the failure of the ATP display, it is expected that the operation of the electric locomotive will be disrupted, so that localization development is urgently needed.

 Domestic introduction of the ATP display of electric locomotives (8200 units) took place about 8-9 years ago, and the development of the display was carried out much earlier, so the components selected and developed at that time are currently discontinued or Poor function and performance. Therefore, localization development is required by selecting parts in consideration of semiconductor performance and convenience of supply and demand.

Train Communication Network (TCN) is broken down into Wire Train Bus (WTB) and Multifunction Vehicle Bus (MVB). TCN communication is considered to be the exclusive property of advanced railway countries, and in Korea, it is believed that it partially secured WTB analysis technology and MVB analysis technology for high-speed railway vehicles. Deemed unsuccessful. In particular, the Bombardia ATP display indicator MVB protocol analysis technology of diesel locomotives and electric locomotives is not available. Therefore, the technical gap with the advanced railway country should be reduced by securing the source technology for the electric locomotive ATP screen display MVB communication and control signals through the present invention.

Communication protocols play an important role in the development and production of electric locomotives in each country. However, the most difficult thing is that the electronic devices developed through localization are difficult to demonstrate in actual vehicles. Therefore, in order to develop the localization of electric locomotive ATP screen display, screen display communication protocol analysis technology must be secured.

-As a result of analyzing the MVB communication protocol of (Static Inverter, SIV), Electrical Middle Distance (EMD) was applied among the three types of MVB communication nodes.

However, MVB communication does not follow the MVB communication standard inside the ATP unit of the electric locomotive, and communication is different by applying an Electrical Short Distance (ESD) transmission node instead of an EMD.

-The difference between ESD and EMD is the difference in communication line and communication distance and whether Galvanic Barrier or Transformer is used. EMD transmission node method has collected and analyzed MVB communication protocol for more than two years, but no experience in collecting MVB communication protocol of ESM transmission node method. Only four log collection experiences were able to capture the ATP display communication protocol. The collected log does not follow the MVB communication standard, so it is not certain that the correct log is taken. For this reason, this technology is clearly differentiated from the communication technology of other 8200 subordinate devices.

SUMMARY OF THE INVENTION An object of the present invention is to provide a train automatic protective device screen display for communicating with other devices via a multi-function vehicle bus.

According to an embodiment of the present invention, a train automatic protective device screen display includes a multi-function vehicle bus communicating with other devices.

Referring to the effect of the automatic display device for automatic train protection (ATP) display according to the present invention.

According to an embodiment of the present disclosure, an ATP screen display may communicate with other devices via a multi-function vehicle bus.

1 is a block diagram of the ATP device of the ATP (automatic train protection) onboard system
2 is a view showing the installation position of the electric locomotive ATP device
Figure 3 is a schematic diagram of the localization of the electric locomotive Bombardia ATP display
4 illustrates ESD and EMD characteristics according to MVB communication physical media.
5 is a view showing a comparison between the specifications of the display device of the prior art and the automatic display device (ATP) display of the present invention;
6 is a technical flow chart of a train automatic protective device (ATP) display
7 is a flow chart of a general vehicle ATP system operation mode and operation mode
8 is a diagram showing a comparison of specifications of a display board of the prior art and the control board of the ATP display of the present invention;
9 is a diagram showing basic appearance information before level selection.
10 is a flow chart of Level 0 and Level 1 driving modes
11 is a flow chart of Level STM driving mode
12 is a diagram illustrating information of each vehicle ATP system mode;

The following detailed description is provided to assist in a comprehensive understanding of the methods, devices, and systems described herein. However, this is only an example and the present invention is not limited thereto.

Hereinafter, specific embodiments of the present invention will be described in detail with reference to the drawings. In addition, the accompanying drawings are intended to facilitate understanding of the embodiments disclosed herein, but are not limited to the technical spirit disclosed herein by the accompanying drawings, all changes included in the spirit and scope of the present invention. It should be understood to include equivalents and substitutes.

FIG. 1 is a block diagram illustrating an ATP device of an automatic train protection (ATP) onboard system, and FIG. 2 is a view showing an installation position of an electric locomotive ATP device.

 1 shows an ATP device configuration of an ATP onboard system. The vehicle control unit (VCU) serves as an ATP computer, or ATP main process unit, where the ATP function is implemented. The main function monitors the target speed and locks the train if necessary. The VCU communicates with other devices via the Multifunction Vehicle Bus (MVB). If there is no response from other devices, the device with no response is considered to be a failure.

 If the display does not properly respond to the VCU, the VCU will brake the vehicle. Therefore, in the present invention, the display device is 100% compatible.

 The display indicator represented by the green circle of FIG. 1 is 100% compatible. Since the information displayed on the screen display is changed depending on the input change amount of the lower devices, the correlation between the change value of the sensor value of the lower device and the displayed value is analyzed.

3 is a schematic view of the localization of the electric locomotive Bombardia ATP display.

 A schematic diagram of the “electric locomotive Bombardia ATP display” of the present invention is briefly shown in FIG. 3.

 The items included are all 100% compatible and durable, including all the manifestation and control functions of the mechanical parts, control board and Bombardia ATP display that meet the environmental test conditions proposed by the railway industry. Consist of software that satisfies.

 The mechanical part is composed of the same external size and horizontal and vertical size, and the depth is about 3 times larger, minimizing interference between close inner boards and components and maximizing heat dissipation effect.

 In addition, the ATP display can transmit signal manifestation and audible signals through the display controller and the display speaker to make it easier for the engineer to see visually and audibly.

 STM Firmware, FPGA Program, and Display Software, which are the most important part of the present invention, include 100% compatibility by collecting and analyzing all MVB protocols through static and dynamic current tests.

 Advantages of the Invention

 ATP, which stands for Automatic Train Protection, is a device that monitors train operation, driving speed and forward conditions. Above ground ballis transmits information such as track specifications required for train operation to the vehicle, and the vehicle calculates the allowable speed based on the received information and train specifications (train station, deceleration, etc. It provides a function to automatically brake or decelerate when the speed is exceeded.

 The ATP display is a device that inputs the vehicle data required for the vehicle and displays the monitoring and driving control of speed (allowed, highest, target), distance, and braking. The interface between the ATP devices follows the MVB communication rules, so the display also sends and receives the data to be displayed and the data to be displayed through the MVB communication.

 MVB is a communication method developed by Siemens and Bombardia for railroad TCN, and almost all devices of electric locomotive (8200 units) are connected by MVB communication to perform data monitoring and control.

FIG. 4 is a diagram illustrating ESD and EMD characteristics according to an MVB communication physical medium, and FIG. 5 is a diagram illustrating a specification comparison between a display device specification of the prior art and the ATP display device of the present invention.

-It is a differentiated technology that analyzes the communication protocol between the VCU and the ATP display device to make the function of the DEUTA display device 100% compatible, add performance according to user requirements, and adapt it to the domestic user environment.

 Comparison between DEUTA's Existing Products and the Present Invention

Electric locomotive (8200 units) ATP display was developed with the same function and hardware specifications as FIG. The ATP screen display of the present invention has a specification more than the performance of the existing product as shown in FIG.

 Technical ripple effect

Analyzing the MVB communication protocol of the ATP display means understanding the function and performance of the entire ATP onboard vehicle of an electric locomotive. The onboard device is a very important device for the operation of railroad cars, and the fact that such ATP display device is 100% compatible through communication protocol analysis means the same technology as understanding the entire onboard system.

Therefore, it is possible to grasp the interests and technical characteristics of each device of the ATP system, thereby rationally improving the current maintenance system from the technical dependency of the original manufacturer.

-In the case of ATP display, understanding of the electrical, electronic and mechanical functions of the train protection system can be improved, thereby reducing the technical gap with advanced railway companies, and improving the performance and performance of the electric locomotive ATP system.

-Domestic railway-related technologies have been developed mainly on high-speed rail cars and urban trains, and have achieved many technical improvements. On the other hand, the technology related to electric locomotives (8200 units) was relatively low. However, through the electric locomotive ATP display of the present invention, to secure the core technology of the control area of the electric locomotive ATP system.

6 is a technical flow chart of the ATP screen display, Figure 7 is a general vehicle ATP system operation mode and operation mode flowchart.

<Technical contents>

 MVB communication protocol analysis device was developed based on MVB communication analysis technology of electric locomotive (8200 units) already owned by the host institution. The analysis device should analyze the relevant documents and analyze the ATP screen indicator MVB communication protocol. A summary of the MVB communication protocol analysis procedure is as follows.

One). Correlation between display controller change and RS-422 communication protocol change

-Visually confirm signal changes such as steering wheel G, YG, Y, YY, G, or oscilloscope to identify the correlation of RS-422 communication protocol changes

2). Correlation of protocol changes according to VDX and DX signal changes

-Check the signal change of all connected I / Os with Logic Analyzer and Oscilloscope to identify the correlation with protocol change

-Verify with Logic Analyzer and Oscilloscope

3). Identify protocol correlation according to basic manifestation information before selecting operation level of ATP display

-Analyze protocol change according to reverse electric field change, protocol after information input, braking test execution screen, YES, NO click

4). Correlation of protocol change by operation level 0, 1, STM

-Correlate each item displayed on each screen with protocol change

5). Identify the correlation of protocol changes by operating mode

-Correlate each item displayed on the screen of standby mode, responsibility mode, complete mode and post-trip mode with protocol change

 After analyzing the protocol according to the above procedure, the prototype is developed by developing the control board, mechanism and software of the ATP display. Dynamic / static on-vehicle tests of the produced prototypes are carried out to identify the corrections and corrected and supplemented to design the finished product. The finished product is actually tested for compatibility through the verification and reliability of the test through an accredited certification body.

-The items displayed on the screen according to each mode and operation level are as follows.

 Basic manifestation information before level selection (engineer data input, selective braking test, operation level check)

 Present information according to operating level selection (Level STM, Level 1, Level 0)

 Status information by mode (operation mode, exchange mode, responsibility mode, complete mode, system failure mode, trip / post trip mode, no mounting mode)

8 is a diagram showing a comparison of specifications of a display board of the prior art and the control board of the ATP display of the present invention.

Software: ATP display consists of a combination of operating levels and modes. The mode applied to each operation level was divided, so it was important to develop the program.

9 is a screen display screen for inputting the engineer ID, train number, braking test, operating level selection, and train DB number after the reverse electric switch operation as the information on the basic appearance information before the level selection.

9 is a diagram showing basic manifestation information before level selection, FIG. 10 is a flow chart showing Level 0 and Level 1 driving modes, FIG. 11 is a flow chart showing Level STM driving modes, and FIG. 12 is a diagram showing information for each vehicle ATP system mode. .

-Next-generation ATP system applied in Korea has three operation levels. Level 1 is used for the operation of the ground ATP system installation section, and level 0 is used for the section without the ground ATP system installation and the section without ATS ground. In addition, Level STM is not used for the ground ATP system. Therefore, the appearance of UI configuration and protocol change for the standby mode and all levels as shown in FIGS. 9, 10, and 11 should be configured in software.

9 to 11 show mode-specific display screens and information. Standby mode applies to all three levels of operation, Responsible mode and Complete mode apply to level 1. In standby mode, basic information is entered. Responsibility mode is the first mode in Level 1 operation. Full mode is the mode that is present when the onboard ATP system is provided from Valis with the data required for train monitoring. The change of the present screen should be displayed by analyzing the protocol change by level for each mode. Through this operation, the ATP display of the present invention is applied to all of the trip / post-trip mode, incoming and out modes, system failure mode, non-mounting mode and stop failure mode.

The above detailed description should not be construed as limiting in all respects but should be considered as illustrative. In addition, it will be apparent to those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit and essential features of the present invention. Therefore, the scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention.

Claims (1)

Automatic train protection (ATP) display, including a multifunction vehicle bus that communicates with other devices.