KR20200048266A - Railway Vehicle Remote Test System - Google Patents

Abstract

An embodiment of the present invention relates to a remote test system for a railway vehicle. According to the present invention, the remote test system for a railway vehicle comprises: a control center; a plurality of vehicles; at least one sensor located on a first vehicle among the plurality of vehicles and installed on the first vehicle to sense information on the first vehicle, a main communication unit which receives sensing data from the sensor located on the first vehicle, a first communication device for communication using a first communication network, and a second communication device for communication using a second communication network capable of transmitting a large amount of data compared to the first communication network; and at least one sensor located on at least one second vehicle excluding the first vehicle among the plurality of vehicles and installed on the second vehicle to sense information on the second vehicle, and an auxiliary communication unit which receives sensing data from the sensor located in the second vehicle, wherein the main communication unit generates and stores a packet including a security sequence in response to the sensing data of the first vehicle and the second vehicle, and supplies the security sequence and index information of the packet to the control center by using the first communication device.

Description

Railway Vehicle Remote Test System

An embodiment of the present invention relates to a railroad vehicle remote test system.

A railway integrated radio network (LTE-R) is being installed to prevent the safe movement and accidents of railway vehicles. The railway integrated wireless network uses 718 MHz to 728 MHz for the uplink and 773 MHz to 783 MHz for the downlink. In this case, the maximum uplink speed is 37 Mbps and the maximum downlink speed is expected to be 75 Mbps.

On the other hand, in order to test the railway vehicle remotely, a number of sensors are attached to the railway vehicle, and accordingly, it is difficult to transmit test data through an uplink of 37 Mbps.

Accordingly, the present invention relates to a railway vehicle remote test system capable of stably transmitting test data when testing parts and components of a railway vehicle at a remote location.

In addition, the present invention relates to a railway vehicle remote test system capable of securing reliability of test data when testing parts and components of a railway vehicle at a remote location.

In the present invention, the railway vehicle remote test system includes a control center; A plurality of vehicles; At least one sensor located in the first vehicle among the plurality of vehicles and installed in the first vehicle to sense information of the first vehicle, the main communication unit receiving the detection data from the sensor located in the first vehicle, A first communication device for communicating using a first communication network and a second communication device for communicating using a second communication network capable of transmitting a large amount of data compared to the first communication network; At least one sensor located in at least one second vehicle excluding the first vehicle among the plurality of vehicles and installed in the second vehicle to sense information of the second vehicle, a sensor located in the second vehicle It is provided with an auxiliary communication unit for receiving the detection data from; The main communication unit generates and stores a packet including a security sequence in response to the sensed data of the first vehicle and the second vehicle, and controls the security sequence and the index information of the packet using the first communication device Supply to the center.

According to an embodiment, the main communication unit supplies the stored packets as test data to the control center when communication of the second communication device is possible.

According to an embodiment, an incidence rate per unit time of the detection data generated in each of the vehicles is transmitted from the main communication unit to the control center before the vehicles are operated.

According to an embodiment, the control center determines whether the test data is abnormal using the security sequence and the occurrence rate per unit time of the detection data.

According to an embodiment, the packet includes detection data for each vehicle so as to be proportional to the occurrence rate per unit time.

According to an embodiment, the packet further includes an auxiliary security sequence for each vehicle-specific detection data, and the main communication unit supplies the auxiliary security sequence to the control center using the first communication device.

According to an embodiment, the packet size is transmitted from the control center to the main communication unit before the vehicles are operated.

According to an embodiment, the control center transmits initial setting information including the number of the auxiliary communication units and the vehicle number where each of the auxiliary communication units is installed to the main communication unit before the vehicles are operated.

According to an embodiment, an internal communication device located in each of the vehicles is further provided to enable wireless communication between the primary communication unit and the secondary communication unit.

According to an embodiment, the first communication network is set to a railway integrated radio network (LTE-R), and the second communication network is set to industrial scientific and medical equipment (ISM) or 5G communication.

According to the railway vehicle remote test system and method according to an embodiment of the present invention, the security sequence is periodically transmitted using the first communication network, and the test data including the security sequence is transmitted in large quantity using the second communication network. That is, in the present invention, test data can be stably transmitted using a second communication network capable of mass transmission.

In addition, in the present invention, since the security sequence is periodically transmitted, it is possible to prevent the artificial manipulation of the test data, and at the same time, whether the test data is artificially manipulated, it is easy to grasp whether or not it is operated, thereby improving the reliability of the test data. .

1 is a view schematically showing a railway vehicle remote test system according to an embodiment of the present invention.
2 is a view showing an embodiment of a railway vehicle.
3 is a flow chart showing the initial setting process before the test run.
4 is a flowchart showing a test operation process and test data transmission.
5A and 5B are diagrams showing an embodiment of a packet generated by the main communication unit.
6 is a view showing another embodiment of a packet generated by the main communication unit.

Hereinafter, exemplary embodiments of the present invention and other matters necessary for those skilled in the art to easily understand the contents of the present invention will be described in detail with reference to the accompanying drawings. However, the present invention can be implemented in a variety of different forms within the scope of the claims, so the embodiments described below are merely illustrative, regardless of whether they are expressed.

That is, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms. In addition, it should be noted that the same components in the drawings are indicated by the same reference numerals and symbols as possible, even if they are displayed on different drawings.

In the present invention, test data is transmitted by using a separate communication network in addition to the railway integrated radio network (LTE-R). For example, in the present invention, test data may be transmitted using an industrial scientific and medical equipment (ISM) band.

In Korea, the 23 GHz band is designated and used as the ISM band. Since the 23 GHz band has a short range of radio waves, it is expensive to install base stations on all routes. Therefore, in the present invention, the railway integrated radio network (LTE-R) and the ISM are used simultaneously so that reliable test data can be transmitted while suppressing cost increase.

1 is a view schematically showing a railway vehicle remote test system according to an embodiment of the present invention.

Referring to FIG. 1, the remote vehicle remote test system 100 according to an embodiment of the present invention includes a control center 200, a railway vehicle 300, first base stations 302 and a second base station 304. do.

The control center 200 transmits information necessary for the test operation to the railway vehicle 300 and receives test data from the railway vehicle 300. In addition, the control center 200 checks whether the test data is abnormal.

The railway vehicle 300 includes one or more vehicles. The railway vehicle 300 is provided with a plurality of sensors and communication devices. Details related to the railway vehicle 300 will be described later.

The first base stations 302 connect the control center 200 and the railway vehicle 300 using a first communication network. Here, the first communication network may be set as a railway integrated radio network (LTE-R).

The second base station 304 connects the control center 200 and the railroad vehicle 300 using a second communication network. Here, the second communication network may be set as ISM. The second base station 304 can be installed in a specific area, such as history. In this case, the number of the plurality of second base stations 304 is set smaller than the number of the first base stations 302.

Meanwhile, in the present invention, various communication networks other than ISM may be used as the second communication network. For example, a 5G mobile communication (5G), 5GHz or 18GHz band may be used as the second communication network.

2 is a view showing an embodiment of a railway vehicle. In FIG. 2, three vehicles are illustrated for convenience of description, but the present invention is not limited thereto. For example, the railway vehicle 300 may be set to include two or more vehicles 320.

Referring to FIG. 2, the railway vehicle 300 includes a plurality of vehicles 320a to 320c.

A plurality of sensors 312 are installed in each of the vehicles 320a to 320c. The sensor 312 may sense predetermined information from a vehicle installed during the test operation. Meanwhile, the types of the vehicle 310 are various. As an example, the vehicle 320 may include a carriage including a propulsion unit, a carriage without a propulsion unit, a locomotive having only a propulsion function, and the like. Therefore, the sensors 312 included in each of the vehicles 320a to 320c may also be variously set in response to the characteristics of the vehicle. For example, the sensor 312 may include a speed sensor, an acceleration sensor, a noise detection sensor, a vibration detection sensor, a temperature sensor, and an air compression measurement sensor. In addition, the sensor 312 may include a device for monitoring an image.

The first vehicle 320a is provided with a first communication device 306 and a second communication device 308. The first communication device 306 means a device that communicates using the first communication network, and may be set as a device that communicates using a currently commercialized railroad integrated wireless network (LTE-R). The first communication device 306 transmits data using a relatively low transmission rate.

The second communication device 308 means a device that communicates using a second communication network, and may be set as a device that communicates using ISM. Additionally, the second communication device 308 may be set as a device for communicating using a 5G communication device, a 5GHz or 18GHz band. The second communication device 308 may transmit a large amount of data compared to the first communication device 306.

Each of the vehicles 320a to 320c is provided with an internal communication device 314. The internal communication device 314 is used for information transmission between the vehicles 320a to 320c. The internal communication devices 314 are connected by a predetermined communication link. The internal communication device 314 may be a 2GHz or 5GHz Wifi AP. Further, the internal communication device 314 may be set as a communication device of 23 GHz.

The first vehicle 320a is provided with a main communication unit 310a, and other vehicles 310b and 310c are provided with auxiliary communication units 310b and 301c.

The secondary communication unit 310b included in the second vehicle 320b receives detection data from sensors 312 included in the second vehicle 320b using wireless communication, and receives the detected data from the internal communication device ( 314) to the main communication unit 310a. Similarly, the auxiliary communication unit 310c included in the third vehicle 320c receives detection data from sensors 312 included in the third vehicle 320c using wireless communication, and internal communication of the received detection data The device 314 is used to supply it to the main communication unit 310a.

The main communication unit 310a receives detection data from the sensor 312 installed in the first vehicle 310a using wireless communication. Further, the main communication unit 310a receives sensing data from the auxiliary communication units 310b and 310c. The main communication unit 310a receiving the sensed data generates a packet including a security sequence. The packets generated by the main communication unit 310a are stored in a memory included in the main communication unit 310a. Here, the packets stored in the memory are transmitted to the control center 200 later as test data. Detailed description in this regard will be described later.

3 is a flow chart showing the initial setting process before the test run.

Referring to FIG. 3, first, in the control center 200, the number of auxiliary communication units 310b and 310c, the ID of the auxiliary communication units 310b and 310c, and the vehicle number where the auxiliary communication units 301b and 310c are installed are stored in advance. The control center 200 transmits the number of the auxiliary communication units 310b and 310c, the IDs of the auxiliary communication units 310b and 310c, and the vehicle number on which the auxiliary communication units 301b and 310c are installed, to the main communication unit 310a, respectively. Requests data ratio (rx) of the vehicle. (S400)

Here, the data ratio rx means data produced per unit time by the communication units 310a, 310b, and 310c of each vehicle. And, in rx, x means the vehicle number (for example, 1, 2, 3 ...).

The main communication unit 310a receiving the data rate (rx) information request requests the amount of data generated per unit time to the auxiliary communication units 310b and 301c. (S402)

The auxiliary communication units 310b and 310c, which are requested to generate the amount of data per unit time, receive the sensed data from the sensors 312 of the vehicle in which they are installed, measure the amount of detected data per unit time, and transmit it to the main communication unit 310a. (S404)

Here, as illustrated in FIG. 5A, the amount of detection data (Data) generated per unit time may be set differently for each vehicle 320a to 320c. For example, the number and type of sensors installed for each vehicle 320a to 320c may be set differently, and correspondingly, the amount of generation of detection data Data per unit time may be set differently.

For example, the primary communication unit 310a may generate data of d1 per unit time, and the auxiliary communication units 310b and 310c may generate data of d2 and d3 per unit time, respectively. (D1> d3> d2)

In step S404, the main communication unit 310a, which receives the amount of detection data generated per unit time, calculates the data ratio rx of each vehicle and transmits it to the control center 200. (S406) Here, the data per unit time of the third vehicle When the generation amount is set to d3, the data ratio r3 of the third vehicle can be obtained as d3 / (d1 + d2 + d3). (d1 is the data generation amount of the first vehicle, d2 means the data generation amount of the second vehicle.)

In response to the amount of detection data generated per unit time, the detection data Data of the main communication unit 310a is the first data ratio r1, and the detection data Data of each of the normal communication units 310b and 310c is the second data ratio r2 And a third data ratio r3. In this case, the sum (r1 + r2 + r3) of all data ratios is set to "1".

In step S406, the control center 200 receiving the data rate rx transmits the packet size to the main communication unit 310a and requests transmission of a security sequence (S408).

The main communication unit 310a, which has received the packet size, generates a packet corresponding to the data ratio rx. In this way, if the packet is generated according to the data ratio rx, that is, the amount of detection data generated per unit time (set to be proportional to the amount of data generated per unit time), transmission of detection data of a specific vehicle can be prevented from being continuously delayed.

Meanwhile, a security sequence (S) is added to the packet. In this case, a packet is generated to contain the security sequence (S). (For example, if the security sequence S is set to K bits, and the packet size is set to P bits, P-K bits are allocated for data.)

The security sequence S can be generated by various methods currently known. As an example, the security sequence S may be generated in a commutative ring division method by applying a cyclic redundancy check (CRC). The security sequence length can be selected according to the packet size, and the longer the packet, the longer the sequence. At this time, 16-bit CRC, 24-bit CRC, 32-bit CRC, etc. may be applied.

Additionally, in the present invention, when generating a packet as shown in FIG. 5B, auxiliary security sequences S1, S2, and S3 may be added to each vehicle's sensed data. When the secondary security sequences S1, S2, and S3 are added to the packet, security reliability is improved. When the secondary security sequence (S1, S2, S3) is added to the packet, the security sequence (S) is generated corresponding to the detection data for each vehicle, or the detection data for each vehicle and the secondary security sequence (S1, S2, S3) ).

4 is a flowchart showing a test operation process and test data transmission.

Referring to FIG. 4, during the test operation, sensing data is transmitted from the auxiliary communication units 310b and 310c to the main communication unit 310a. (S500)

The main communication unit 310a that has received the detection data determines whether a security sequence, that is, a packet can be generated. (S502) Here, whether the packet can be generated is confirmed by detecting whether the detection data for each vehicle has been transmitted to the extent that a packet can be generated. I can judge. For example, the main communication unit 310a may determine that a packet can be generated when the detection data of each vehicle is (P-K) / rx or higher.

If the packet is not generated in step S502, the process returns to step S500 to receive the sensed data from the auxiliary communication units 310b and 310c. If it is possible to generate a packet in step S502, a packet is generated. (S504) At this time, the packet is generated corresponding to the data ratio rx as described above.

The primary communication unit 310a generating the packet transmits the security sequence S included in the packet to the control center 200 using the first communication device 306. (S504) Secondary security sequence S1 to packet When S3) is included, the main communication unit 310a may transmit the auxiliary security sequences S1 to S3 and the security sequence S to the control center 200. In addition, in step S504, the main communication unit 310a transmits the packet index to the control center 200 using the first communication device 306. Additionally, the packet generated in step S504 is stored in the memory of the main communication unit 310a.

Thereafter, the main communication unit 310a checks whether data transmission is possible using the second communication device 308. (S506)

If data transmission is not possible using the second communication device 308 in step S506, packets are generated while repeating steps S500 to S506, and the generated packets are stored in the memory of the main communication unit 310a.

If data transmission is possible using the second communication device 308 in step S506, packets and packet indices stored in the memory of the main communication unit 310a are transmitted to the control center 200 as test data (S508).

The control center 200, which has received the test data, uses the security sequence S transmitted in step S504 (and the auxiliary security sequences S1 to S3), and the data ratio rx transmitted in step S406 to abnormalize the data. Determine whether or not. (S510)

Additionally, when the secondary security sequences S1 to S3 are included in the test data, it is possible to identify the vehicle number where the error occurred when the error occurred.

When it is determined whether or not the test data is abnormal using a security sequence, as described above, even if the test data is naturally or artificially damaged, it can be identified to secure data reliability.

Meanwhile, in FIGS. 5A and 5B, it has been described that one detection data is generated in order for each vehicle, and a packet is generated corresponding thereto, but the present invention is not limited thereto. For example, as illustrated in FIG. 6, a plurality of detection data of each vehicle group may be simultaneously generated, and a plurality of packets may be generated correspondingly.

It should be noted that, although the technical spirit of the present invention has been specifically described according to the preferred embodiment, the above-described embodiment is for the purpose of explanation and not limitation. In addition, those skilled in the art will appreciate that various modifications are possible within the scope of the technical spirit of the present invention.

The scope of rights for the above-mentioned invention is defined in the following claims, and is not limited to the description of the specification, and all modifications and changes belonging to the equivalent scope of the claims will belong to the scope of the present invention.

100: railroad vehicle remote system 200: control center
300: railroad cars 302,304: base stations
306,308: communication device 310a, 310b, 310c: communication unit
312: sensor 314: internal communication device
320a, 320b, 320c: Vehicle

Claims (10)

A control center;
A plurality of vehicles;
At least one sensor located in the first vehicle among the plurality of vehicles and installed in the first vehicle to sense information of the first vehicle, the main communication unit receiving the detection data from the sensor located in the first vehicle, A first communication device for communicating using a first communication network and a second communication device for communicating using a second communication network capable of transmitting a large amount of data compared to the first communication network;
At least one sensor located in at least one second vehicle excluding the first vehicle among the plurality of vehicles and installed in the second vehicle to sense information of the second vehicle, a sensor located in the second vehicle It is provided with an auxiliary communication unit for receiving the detection data from;
The main communication unit generates and stores a packet including a security sequence in response to the sensed data of the first vehicle and the second vehicle, and controls the security sequence and the index information of the packet using the first communication device Remote test system for railway vehicles supplied to the center. According to claim 1,
The main communication unit is a railway vehicle remote test system that supplies the stored packets as test data to the control center when communication of the second communication device is possible. According to claim 2,
A railway vehicle remote test system in which an incidence rate per unit time of the detection data generated in each of the vehicles is transmitted from the main communication unit to the control center before the vehicles are operated. According to claim 3,
The control center using the security sequence and the occurrence rate per unit time of the detection data to determine whether the test data is abnormal, the remote vehicle remote test system. According to claim 3,
The packet is a railway vehicle remote test system including the detection data for each vehicle to be proportional to the rate of occurrence per unit time. According to claim 3,
The packet further includes an auxiliary security sequence for each vehicle-specific sensing data, and the main communication unit uses the first communication device to supply the auxiliary security sequence to the control center. According to claim 1,
The packet size is transmitted from the control center to the main communication unit before the vehicles are operated. According to claim 1,
The control center transmits initial setting information including the number of the auxiliary communication units and the vehicle number where each of the auxiliary communication units is installed to the main communication unit before the vehicles are operated. According to claim 1,
A railway vehicle remote test system further comprising an internal communication device located in each of the vehicles to enable wireless communication between the primary communication unit and the secondary communication unit. According to claim 1,
The first communication network is a railroad integrated radio network (LTE-R), and the second communication network is an ISM (industrial scientific and medical equipment) or a 5G communication railroad remote system.

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