KR20200102275A - Apparatus for railway vehicle maintenance platforms based on condition monitoring - Google Patents

Abstract

The present invention relates to an apparatus for a railroad vehicle maintenance platform based on state monitoring. According to the present invention, the apparatus comprises: a first control management unit connected to a plurality of first control devices detecting whether there is a failure by generating point data based on sensor data, via a first network in charge of transmitting the point data, to support control and management of a railroad vehicle; a second control management unit connected to a plurality of second control devices each connected to the first network and performing failure prediction using the point data and wave data, via a second network in charge of transmitting the wave data, to support control and management of the railroad vehicle; and an integrated operation unit for integrally supporting control and management of the railroad vehicle through data exchange between the first and second devices by determining an operation mode for selective use of the first and second networks according to the state of the railroad vehicle.

Description

Equipment for rail vehicle maintenance platform based on condition monitoring {APPARATUS FOR RAILWAY VEHICLE MAINTENANCE PLATFORMS BASED ON CONDITION MONITORING}

The present invention relates to a condition monitoring-based railway vehicle maintenance technology, and more particularly, a condition monitoring-based railway vehicle maintenance platform capable of performing failure diagnosis and prediction for major devices of a railway vehicle by extending an existing system. It relates to a dragon device.

As high-speed rail is a mass transportation system, the need for a system capable of early detection of defects in railroad vehicles is emerging as it has a high probability of leading to a large accident in case of an accident. In order to prevent accidents and reduce maintenance costs around the world, it is shifting from periodic maintenance to condition-based maintenance (CBM). In the existing maintenance system, various control devices are connected through an internal communication network to perform various functions to safely operate railroad vehicles, but it has a problem that it is impossible to communicate a lot of sensor data due to the narrow bandwidth of the communication network. have.

Korean Patent Registration No. 10-0540162 (2005.12.23) relates to an information system for maintenance and repair of railroad vehicles, and integrates business processes and data management that are distributed in the operating institutions of railroad vehicles through the establishment of information infrastructure. It is possible to manage and operate to increase the operational efficiency of the railway field, and improve productivity and competitiveness in the railway vehicle field through standardization/informatization of the operation and maintenance system in the railway vehicle field.

Korean Patent Registration No. 10-1231836 (2013.02.04) relates to a real-time monitoring system for the maintenance of the door of a railroad vehicle. When the door of a railroad vehicle breaks down, it is possible to directly carry the status information of the DCU that controls the door. By directly connecting a mobile computer such as an industrial computer with a cable, it is easy to check the status information such as control and monitoring history of the door, and when the failure occurs, it is easy to analyze the cause of the failure, thereby reducing maintenance equipment and maintenance time. I can.

Korean Patent Registration No. 10-0540162 (2005.12.23) Korean Patent Registration No. 10-1231836 (2013.02.04)

An embodiment of the present invention is to provide an apparatus for a railroad vehicle maintenance platform based on condition monitoring capable of performing failure diagnosis and prediction for major devices of a railroad vehicle by extending an existing system.

According to an embodiment of the present invention, by adding an independent communication network capable of transmitting wave data having a large data capacity, it is possible to effectively predict the failure of major devices and predict the remaining life of the railroad vehicle. It is intended to provide a device for vehicle maintenance platform.

An embodiment of the present invention is based on a condition monitoring capable of maintaining real-time monitoring of the condition of a railway vehicle through a separate communication network even when one communication network fails by dynamically determining an operation mode according to the condition of the railway vehicle. We intend to provide a device for a rail vehicle maintenance platform.

Among the embodiments, the apparatus for a railroad vehicle maintenance platform based on condition monitoring includes a plurality of first control devices for detecting the presence or absence of a failure by generating point data based on sensor data, and a first controlling device for transmitting the point data. 1 A first control management unit connected through a network to support control and management of a railroad vehicle, a plurality of second control devices respectively connected to the first network and performing failure prediction using the point data and wave data, and , A second control management unit connected through a second network in charge of transmitting the wave data to support control and management of the railway vehicle, and the selective use of the first and second networks according to the state of the railway vehicle. And an integrated operation unit that determines an operation mode and supports the control and management of the railway vehicle through data exchange between the first and second devices.

The first control management unit may use any one of a multifunction vehicle bus (MVB), a wired train bus (WTB), and RS485 as the first network.

The second control management unit may operate independently of the first network and use a communication network having a larger transmission amount and a shorter transmission period than the first network for processing the wave data as the second network.

The second control management unit may use any one of a control device including an IoT communication module and a switching hub, and a control device including an analog sensor and an analog-digital converter (ADC) as the second control device.

The integrated operation unit operates in a first operation mode in which only the first network operates, a second operation mode in which only the second network operates, and a third operation mode in which the first and second networks operate together according to the state of the railway vehicle. You can decide either.

The integrated operation unit may add the sensor data to the point data according to the third operation mode and transmit it to the second control management unit through the first or second network.

The integrated operation unit transmits the point data generated by the plurality of first control devices to the plurality of second control devices through the first network or generates the plurality of second control devices according to the operation mode. Point data related to the desired wave data may be transmitted to the plurality of first control devices through the first network.

The integrated operation unit transmits a control signal generated by the plurality of second control devices according to the operation mode to the first control management unit through the first network or transmits a control signal generated by the second control management unit to the second control unit. 2 It can be transmitted to the first control management unit through a network.

The disclosed technology can have the following effects. However, since it does not mean that a specific embodiment should include all of the following effects or only the following effects, it should not be understood that the scope of the rights of the disclosed technology is limited thereby.

The device for a railroad vehicle maintenance platform based on condition monitoring according to an embodiment of the present invention adds an independent communication network capable of transmitting wave data with a large data capacity to effectively predict the failure of major devices and predict the remaining life of the railroad. Effective preventive maintenance of the vehicle may be possible.

The device for a railroad vehicle maintenance platform based on condition monitoring according to an embodiment of the present invention dynamically determines an operation mode according to the state of the railroad vehicle, so that even when one communication network fails, the railroad vehicle is Real-time monitoring of the status can be maintained.

1 is a diagram illustrating a railroad vehicle maintenance system based on condition monitoring according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating a basic system configuration of the apparatus for a railroad vehicle maintenance platform shown in FIG. 1.
3 is a block diagram illustrating a functional configuration of the apparatus for a railroad vehicle maintenance platform shown in FIG. 1.
4 is a flowchart illustrating a condition monitoring-based rail vehicle maintenance process performed in the device for a rail vehicle maintenance platform in FIG. 1.
5 is a view for explaining the overall concept of the device for a railroad vehicle maintenance platform based on condition monitoring according to an embodiment of the present invention.
6 to 8 are diagrams for explaining data types used in the device for a railroad vehicle maintenance platform based on condition monitoring according to an embodiment of the present invention.

Since the description of the present invention is merely an embodiment for structural or functional description, the scope of the present invention should not be construed as being limited by the embodiments described in the text. That is, since the embodiments can be variously changed and have various forms, the scope of the present invention should be understood to include equivalents capable of realizing the technical idea. In addition, since the object or effect presented in the present invention does not mean that a specific embodiment should include all of them or only those effects, the scope of the present invention should not be understood as being limited thereto.

Meanwhile, the meaning of terms described in the present application should be understood as follows.

Terms such as "first" and "second" are used to distinguish one component from other components, and the scope of rights is not limited by these terms. For example, a first component may be referred to as a second component, and similarly, a second component may be referred to as a first component.

When a component is referred to as being "connected" to another component, it should be understood that although it may be directly connected to the other component, another component may exist in the middle. On the other hand, when it is mentioned that a component is "directly connected" to another component, it should be understood that there is no other component in the middle. On the other hand, other expressions describing the relationship between the constituent elements, that is, "between" and "just between" or "neighboring to" and "directly neighboring to" should be interpreted as well.

Singular expressions are to be understood as including plural expressions unless the context clearly indicates otherwise, and terms such as “comprise” or “have” refer to implemented features, numbers, steps, actions, components, parts, or It is to be understood that it is intended to designate that a combination exists and does not preclude the presence or addition of one or more other features or numbers, steps, actions, components, parts, or combinations thereof.

In each step, the identification code (for example, a, b, c, etc.) is used for convenience of explanation, and the identification code does not describe the order of each step, and each step has a specific sequence clearly in context. Unless otherwise stated, it may occur differently from the stated order. That is, each of the steps may occur in the same order as specified, may be performed substantially simultaneously, or may be performed in the reverse order.

The present invention can be embodied as computer-readable codes on a computer-readable recording medium, and the computer-readable recording medium includes all types of recording devices storing data that can be read by a computer system. . Examples of computer-readable recording media include ROM, RAM, CD-ROM, magnetic tape, floppy disk, and optical data storage devices. Further, the computer-readable recording medium is distributed over a computer system connected by a network, so that the computer-readable code can be stored and executed in a distributed manner.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the field to which the present invention belongs, unless otherwise defined. Terms defined in commonly used dictionaries should be construed as having meanings in the context of related technologies, and cannot be construed as having an ideal or excessive formal meaning unless explicitly defined in the present application.

1 is a diagram illustrating a railroad vehicle maintenance system based on condition monitoring according to an embodiment of the present invention.

Referring to FIG. 1, the railroad vehicle maintenance system 100 based on condition monitoring may include a railroad vehicle 110, an apparatus 130 for a railroad vehicle maintenance platform, a database 150, and a user terminal 170. have.

The railroad vehicle 110 may correspond to a power car, a passenger car, a freight car, a special car, etc. manufactured for the purpose of running on a railroad track. In one embodiment, the railroad vehicle 110 may be implemented by including a plurality of control devices that perform various functions during a driving process. For example, the railway vehicle 110 is a brake control unit (BCU), a peripheral transformer (MTR), heating, ventilation, and air conditioning (HVAC), a door control unit (DCU), a propulsion inverter (VVVF), and a compressor (CMPR). ), BTA(Battery), HSCB(High Speed Circuit Breaker), SIV(Static Inverter), BSM(Bogie Sensor Module), WSM(Wheel Sensor Module), SBM(Switch Board Module), MBM(Motor Block Module), ATS /ATC/ATP/ATO (onboard signaling device), WLC (train radio device), TCMS&COM (CCTV), CPL (coupler), and PIS (passenger information system).

The railway vehicle maintenance platform device 130 is a computer that can support integrated control and management of the railway vehicle 110 by performing failure diagnosis and prediction of the railway vehicle 110 based on various information collected according to the operating mode. Alternatively, it may be implemented as a server corresponding to the program. The device 130 for a railroad vehicle maintenance platform can be wirelessly connected to the railroad vehicle 110 through the Internet of Things (Internet of Thing) such as Bluetooth and WiFi, and can exchange data with the railroad vehicle 110 through a network. have.

In one embodiment, the device 130 for a railroad vehicle maintenance platform may periodically or in real time receive sensing data from a plurality of sensors included in the railroad vehicle 110, and according to the operating mode, the railroad vehicle 110 ) Can be provided to the railroad vehicle 110 with information necessary for control and management. In another embodiment, the apparatus 130 for a railroad vehicle maintenance platform may be implemented by being included in the railroad vehicle 110, and various information necessary for diagnosis and prediction of a failure may be provided to the user terminal 170.

In one embodiment, the apparatus 130 for a railroad vehicle maintenance platform may store information necessary to support integrated control and management of the railroad vehicle 110 in connection with the database 150. Meanwhile, unlike FIG. 1, the apparatus 130 for a railroad vehicle maintenance platform may be implemented including the database 150 inside. In addition, the railway vehicle maintenance platform device 130 may be implemented including a processor, a memory, a user input/output unit, and a network input/output unit, which will be described in more detail in FIG. 2.

The database 150 is a storage device capable of storing various pieces of information necessary to support integrated control and management of the railway vehicle 110. The database 150 may store information on the railroad vehicle 110 and various control devices, and may store a plurality of sensing data received from the railroad vehicle 110, but is not necessarily limited thereto, and a plurality of sensing data The information collected or processed in various forms may be stored in the process of determining an operation mode based on the information and integrated support for controlling and managing the railway vehicle 110.

The user terminal 170 may correspond to a computing device capable of receiving information necessary for control and management of the railroad vehicle 110 from the device 130 for a railroad vehicle maintenance platform and displaying it through various interfaces. The user terminal 170 may be implemented as a smart phone, a notebook computer, or a computer, but is not limited thereto, and may be implemented as various devices such as a tablet PC. The user terminal 170 may be connected to the device 130 for a railroad vehicle maintenance platform through a network, and a plurality of user terminals 170 may be simultaneously connected with the device 130 for a railroad vehicle maintenance platform. In one embodiment, the user terminal 170 may be registered in advance in the railroad vehicle 110 and/or the railroad vehicle maintenance platform device 130 to obtain limited authority to transmit and receive data or to check.

FIG. 2 is a diagram illustrating a basic system configuration of the apparatus for a railroad vehicle maintenance platform shown in FIG. 1.

Referring to FIG. 2, the apparatus 130 for a railroad vehicle maintenance platform may include a processor 210, a memory 230, a user input/output unit 250, and a network input/output unit 270.

The processor 210 can execute each procedure to support integrated control and management of the railroad vehicle 110 by performing fault diagnosis and prediction of the railroad vehicle 110 on the basis of various information collected according to the operation mode, and , It is possible to manage the memory 230 that is read or written throughout the process, and a synchronization time between the volatile memory and the nonvolatile memory in the memory 230 can be scheduled. The processor 210 can control the overall operation of the device 130 for a railroad vehicle maintenance platform, and is electrically connected to the memory 230, the user input/output unit 250, and the network input/output unit 270 to provide data between them. You can control the flow. The processor 210 may be implemented as a CPU (Central Processing Unit) of the apparatus 130 for a railroad vehicle maintenance platform.

The memory 230 is implemented as a nonvolatile memory such as a solid state disk (SSD) or a hard disk drive (HDD), and includes an auxiliary storage device used to store all data required for the device 130 for a railroad vehicle maintenance platform. In addition, a main memory device implemented with volatile memory such as RAM (Random Access Memory) may be included.

The user input/output unit 250 may include an environment for receiving a user input and an environment for outputting specific information to a user. For example, the user input/output unit 250 may include an input device including an adapter such as a touch pad, a touch screen, an on-screen keyboard, or a pointing device, and an output device including an adapter such as a monitor or a touch screen. In one embodiment, the user input/output unit 250 may correspond to a computing device connected through a remote connection, and in such a case, the device 130 for a railroad vehicle maintenance platform may be performed as a server.

The network input/output unit 270 includes an environment for connecting to an external device or system through a network, and includes, for example, a local area network (LAN), a metropolitan area network (MAN), a wide area network (WAN), and a VAN ( Value Added Network) may include an adapter for communication.

3 is a block diagram illustrating a functional configuration of the apparatus for a railroad vehicle maintenance platform shown in FIG. 1.

Referring to FIG. 3, the apparatus 130 for a railroad vehicle maintenance platform may include a first control management unit 310, a second control management unit 330, an integrated operation unit 350, and a control unit 370.

The first control management unit 310 is connected to a plurality of first control devices for detecting the presence or absence of a fault by generating point data based on sensor data, and a railroad vehicle 110 by being connected through a first network in charge of transmitting the point data. ) Can support the control and management. The first control management unit 310 may serve as a forwarding server (FWSV) that processes point data, and, for example, a train control and control unit (TCMS) that is basically installed inside the railway vehicle 110. Management System). The point data may include pressure, temperature, and power.

That is, the first control management unit 310 is connected to various controllers (ECUs) included in the plurality of first control devices to receive the control device failure and measurement data of the control device, It is possible to support the safe operation of the railroad vehicle 110 by providing the state of (110). The first control device may include a controller (ECU) therein, and the controller (ECU) may include various sensors internally for device control. Since the controller (ECU) is mainly used for device control, it may determine whether the sensor is normal and transmit a fault code to the first control management unit 310. In addition, the controller (ECU) may select only a small part or main value of the sensor data and transmit it to the first control management unit 310 so as to refer to the operation of the railway vehicle 110.

In an embodiment, the first control management unit 310 may use any one of a multifunction vehicle bus (MVB), a wired train bus (WTB), and RS485 as the first network. For example, when the first control management unit 310 corresponds to the TCMS, the first network may correspond to a TCMS backbone, and may generally be implemented using a communication network such as MVB, WTB, and RS485. .

The first network has a limitation in transmitting large amounts of data due to the narrow bandwidth of the communication network, and for example, data of 1024 bytes or less (byte or less) may be transmitted in a period of 1000 ms. As a result, the first control management unit 310 receives and processes only point data of a limited capacity from a plurality of first control devices through the first network, thereby performing only a limited role in control and management of the railroad vehicle 110. I can.

The second control management unit 330 is connected to a first network, and is connected through a second network in charge of transmitting wave data with a plurality of second control devices that perform failure prediction using point data and wave data. As a result, it is possible to support the control and management of the railway vehicle 110. The second control management unit 330 may serve as a local processing server (LPSV) that processes wave data.

In addition, the second control management unit 330 may perform an extended role than that of the existing TCMS, and by receiving and processing wave data having a larger capacity than point data, but having more information, whether or not the control device has a simple failure. In addition, it can effectively support preventive maintenance by predicting signs of impending failure or remaining life in the future. The wave data may include a vibration signal, a current/voltage waveform signal, and the like.

In one embodiment, the second control management unit 330 operates independently of the first network and may use a communication network having a larger transmission amount and a shorter transmission period than the first network for processing wave data as the second network. have. The second network may correspond to an independent communication backbone connected to the first network, and may operate in connection with a plurality of second control devices. The second network may provide a performance capable of transmitting data of 1 gigabyte or less (Giga Byte or Less) in a 100 ms cycle for transmission of wave data. In addition, the second control management unit 330 may provide a larger data storage capacity and a longer data storage period compared to the first control management unit 310 in response to improved network performance.

In one embodiment, the second control management unit 330 uses any one of a control device including an IoT communication module and a switching hub, and a control device including an analog sensor and an analog-digital converter (ADC) as a second control device. I can. The second control device may basically have an operation capability capable of processing wave data, and may include a separate database capable of storing raw data and main indexes for main situations. The second control device may correspond to a separate device that operates independently from the first control device.

In addition, the second control device may perform data communication through the first network or the second network according to the operation mode, and for this, it may be implemented including an IoT communication module and a switching hub. The second control device may include a new analog sensor and an analog-to-digital converter (ADC) for measuring or collecting additional wave data.

The integrated operation unit 350 controls the railroad vehicle 110 through data exchange between the first and second devices by determining an operation mode for selective use of the first and second networks according to the state of the railroad vehicle 110 And management can be integrated support. The state of the railroad vehicle 110 may be defined in advance based on the operating period, the operating section, and operating conditions of the railroad vehicle 110, and the integrated operation unit 350 includes the railroad vehicle 110 classified on the basis of various conditions. ), the operating mode can be dynamically determined.

For example, when the railroad vehicle 110 is in a state in which it has started operation or is in an aging state after being operated for a certain period of time or longer, it is necessary to prevent accidents by diagnosing failures of major control devices of the railroad vehicle 110 in advance. Therefore, the integrated operation unit 350 may determine an operation mode in which a more precise diagnosis is possible. That is, the integrated operation unit 350 may use the first network when measuring or diagnosing only simple information, and may use the second network when more precise analysis is required. In addition, the integrated operation unit 350 may build a table on the operation mode for each state of the railroad vehicle 110 and use it to determine the operation mode.

In addition, the integrated operation unit 350 may exchange data between the first control devices and the second control devices according to the operation mode, and the railroad vehicle maintenance platform device 130 is complementarily integrated. The data may be used to monitor the condition of the railroad vehicle 110. Data exchange between the first control devices and the second control devices is performed by indirect communication through the first network or between the first and second control devices according to an operation mode determined by the integrated operation unit 350. It can be done by direct communication. In this case, direct communication between the first and second control devices may correspond to IoT communication.

In one embodiment, the integrated operation unit 350 operates in a first operation mode in which only the first network is operated, a second operation mode in which only the second network is operated, and the first and second networks are combined according to the state of the railway vehicle 110. Any one of the third operating modes to operate can be determined. The first operation mode may correspond to an operation mode in which the existing TCMS installed on the railway vehicle 110 is used as it is, and the second operation mode is an operation mode that enables more precise analysis through a communication network with a larger bandwidth. The third operation mode may correspond to an operation mode in which the first and second networks operate together to share failure diagnosis and analysis for prediction.

When an abnormality is detected in the operation of the first control management unit 310 or the second control management unit 330, the integrated operation unit 350 facilitates a real-time monitoring function regarding the state of the railroad vehicle 110 through change of the operation mode. It can be controlled to be performed. In another embodiment, the integrated operation unit 350 may manually change the operation mode according to a control command received from the user terminal 170. In addition, the integrated operation unit 350 is not necessarily limited thereto, and may define and utilize various operation modes for monitoring the condition of the railroad vehicle 110.

In an embodiment, the integrated operation unit 350 may add sensor data to the point data according to the third operation mode and transmit it to the second control management unit 330 through the first or second network. When the first network and the second network operate in a third operation mode in which the first network and the second network operate together, the integrated operation unit 350 may add sensor data that can be used to the point data transmitted through the first network. To this end, the integrated operation unit 350 may increase the bandwidth of the first network. Sensor data and related information transmitted through the first and second networks will be described in more detail with reference to FIGS. 6 to 8.

In one embodiment, the integrated operation unit 350 transmits point data generated by a plurality of first control devices according to an operation mode to a plurality of second control devices through a first network, or a plurality of second control devices Point data related to the generated wave data may be transmitted to the plurality of first control devices through the first network. The first control devices and the second control devices can complementaryly exchange data through the first network, and because the first network is used, data transmitted from the second control devices to the first control devices is As point data, it may correspond to summary data or representative values for wave data. Basically, communication between the first control device and the first control management unit 310 is performed through the first network, and communication between the second control device and the second control management unit 330 may be performed through the second network. Depending on the operating mode, the transmitted data and the network may change.

Since the second control devices are connected to the first network, and the point data generated by the first control devices is transmitted through the first network, the second control device integrates the point data transmitted through the first network. ) Can be selectively received. Through this, the ECU data of the first control device constituting the existing TCMS can be provided to the second control device. For example, speed data, etc., is one of the data required for analysis in the second control device. Since the data sent from the device can be secured by the second control device as it is, the installation of additional sensors can be omitted.

In one embodiment, the integrated operation unit 350 transmits a control signal generated by a plurality of second control devices according to the operation mode to the first control management unit 310 through the first network or the second control management unit 330 The control signal generated from may be transmitted to the first control management unit 310 through the second network. The second control device may transmit only the result of the final operation as a real-time monitoring result under the control of the integrated operation unit 350 to the first control management unit 310 through the existing first network, and the first control management unit 310 You can perform actions accordingly. In addition, the second control management unit 330 may be directly connected to the first control management unit 310 through a second network, and directly transmit a control signal to the first control management unit 310 under the control of the integrated operation unit 350. I can.

The control unit 370 controls the overall operation of the apparatus 130 for a railroad vehicle maintenance platform, and controls the control flow or data flow between the first control management unit 310, the second control management unit 330, and the integrated operation unit 350. Can be managed.

4 is a flowchart illustrating a condition monitoring-based rail vehicle maintenance process performed in the device for a rail vehicle maintenance platform in FIG. 1.

4, the railway vehicle maintenance platform device 130 is in charge of transmitting point data to a plurality of first control devices that generate point data using sensor data through the first control management unit 310. It is connected through the first network to support the control and management of the railroad vehicle 110 (step S410). The device 130 for a railroad vehicle maintenance platform is connected to the first network through the second control management unit 330 and generates wave data using sensor data and point data, and a plurality of second control devices and wave data. It is connected through a second network in charge of transmission of the railroad vehicle 110 to support control and management (step S430). The device 130 for a railroad vehicle maintenance platform determines an operating mode related to the selective use of the first and second networks according to the state of the railroad vehicle 110 through the integrated operation unit 350, so that the first and second devices are It is possible to support integrated control and management of the railroad vehicle 110 through data exchange between them (step S450).

5 is a view for explaining the overall concept of the device for a railroad vehicle maintenance platform based on condition monitoring according to an embodiment of the present invention.

Referring to FIG. 5, the device 130 for a railroad vehicle maintenance platform is a new CMB that provides an improved communication environment with a first control management unit 510 using an existing TCMS backbone as a first network 513. A second control management unit 530 that uses the backbone as the second network 533 may be included. The first network 513 may be connected to a plurality of first control devices 511 to transmit point data to the first control management unit 510, and the second network 533 may include a plurality of second control devices 531 ) And may transmit wave data to the second control management unit 530.

In one embodiment, the second control device 531 may include a control device 531b including an IoT communication module and a switching hub, and a control device 531a including an analog sensor and an analog-to-digital converter (ADC). have. The control device 531a including an analog sensor may measure or collect waveform data that was difficult to use in the existing TCMS, and may be selectively installed at a location where precise analysis is required for preventive maintenance of the railway vehicle 110. . In addition, the control device 531b including the IoT communication module and the switching hub corresponds to the first control device 511 constituting the existing TCMS, and has improved performance so that the collection and analysis of wave data is possible by itself. It may correspond to a condition monitoring system based.

That is, the second control device 531 is capable of collecting raw data and building a database, extracting features and classifying reference features, and is capable of diagnosing and processing big data based on the classified feature distribution. You can perform foresight by In addition, the second control device 531 may perform a role of transmitting core data to the first control management unit 510.

6 to 8 are diagrams for explaining data types used in the device for a railroad vehicle maintenance platform based on condition monitoring according to an embodiment of the present invention.

6 to 8, the apparatus 130 for a railroad vehicle maintenance platform may support control and management of the railroad vehicle 110 by collecting and analyzing various types of information through the first and second networks. A control device including a plurality of sensors and collecting sensing data may selectively transmit data through the first and second networks according to the operation mode.

6 to 8, names of major control devices installed in the railroad vehicle 110, fault/basic information, basic TCMS sensor data among self-sensor information, additional/transferable data among self-sensor information, and precise IoT diagnosis and predictive information. , You can check the reference data. The first and second control devices corresponding to each device transmit each information through the first and second networks according to the operation mode, the first control management unit 310, the second control management unit 330, and the railroad vehicle maintenance platform. It can be transmitted to the device 130 for.

For example, the BCU (Brake Control Unit) may transmit a failure code and basic TCMS sensor data through the first network. At this time, the basic TCMS sensor data includes cylinder pressure, loading load, regenerative power demand, regenerative braking achievement, air brake attenuation, command, BCP range failure, BCP consistency failure, component failure, WSP signal, MR pressure failure, etc. I can. The BCU can additionally transmit cylinder pressure, loading load, AC pressure, BC pressure, anti skid valve, MR pressure, AS pressure, BC pressure application, number of operations, etc., depending on the operating mode. In this case, the first control management unit 310 Alternatively, the second control management unit 330 may receive corresponding data.

In addition, the BCU can transmit IoT precision diagnostic and predictive information through the second network, for example, cylinder operating pressure, waveform, load load, valve operating current waveform, cylinder pressure, load load, AC pressure, BC pressure, Anti skid valve, MR pressure, AS pressure, BC pressure application, number of operations, outside temperature, speed, deceleration, driving distance, driving time, driving section, etc. can be transmitted.

Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art will variously modify and change the present invention within the scope not departing from the spirit and scope of the present invention described in the following claims. You will understand that you can do it.

100: rail vehicle maintenance system based on condition monitoring
110: railway vehicle
130: device for rail vehicle maintenance platform
150: database 170: user terminal
210: processor 230: memory
250: user input/output unit 270: network input/output unit
310: first control management unit 330: second control management unit
350: integrated operation unit 370: control unit
510: first control management unit 511: first control device
513: first network 530: second control management unit
531: second control device 533: second network

Claims (8)

A plurality of first control devices that generate point data based on sensor data to detect the presence or absence of a failure, and a first that is connected through a first network in charge of transmitting the point data to support control and management of railway vehicles Control management unit;
A plurality of second control devices that are respectively connected to the first network and perform failure prediction using the point data and wave data, and are connected through a second network in charge of transmitting the wave data. A second control management unit supporting control and management; And
An integrated operation unit that integrally supports the control and management of the railroad vehicle through data exchange between the first and second devices by determining an operating mode for selective use of the first and second networks according to the state of the railroad vehicle Device for a railroad vehicle maintenance platform based on condition monitoring comprising a.
The method of claim 1, wherein the first control management unit
For a rail vehicle maintenance platform based on condition monitoring, characterized in that any one of an in-vehicle communication bus (Multifunction Vehicle Bus, MVB), a Wired Train Bus (WTB), and RS485 is used as the first network. Device.
The method of claim 1, wherein the second control management unit
A railroad based on condition monitoring, characterized in that a communication network having a larger transmission amount and a shorter transmission period than the first network is used as the second network for processing the wave data while operating independently of the first network. Device for vehicle maintenance platform.
The method of claim 1, wherein the second control management unit
Condition monitoring-based railway vehicle maintenance, characterized in that any one of a control device including an IoT communication module and a switching hub and a control device including an analog sensor and an analog-digital converter (ADC) is used as a second control device. Device for platform.
The method of claim 1, wherein the integrated operation unit
According to the state of the railroad vehicle, any one of a first operation mode in which only the first network is operated, a second operation mode in which only the second network is operated, and a third operation mode in which the first and second networks operate together Device for a railroad vehicle maintenance platform based on condition monitoring, characterized in that to determine.
The method of claim 5, wherein the integrated operation unit
A condition monitoring-based railway vehicle maintenance platform device, characterized in that the sensor data is added to the point data according to the third operating mode and transmitted to the second control management unit through the first or second network.
The method of claim 1, wherein the integrated operation unit
Transmitting the point data generated by the plurality of first control devices according to the operating mode to the plurality of second control devices through the first network or to wave data generated by the plurality of second control devices A condition monitoring-based railway vehicle maintenance platform apparatus, characterized in that transmitting point data related to the first network to the plurality of first control devices.
The method of claim 1, wherein the integrated operation unit
Depending on the operating mode, a control signal generated by the plurality of second control devices is transmitted to the first control management unit through the first network or a control signal generated by the second control management unit is transmitted through the second network. Device for a railroad vehicle maintenance platform based on condition monitoring, characterized in that the transmission to the first control management unit.

Images