KR102185389B1 - Railway Vehicle Remote Test System - Google Patents

Abstract

An embodiment of the present invention relates to a railway vehicle remote test system.
The present invention is a railroad vehicle remote test system and a control center; A plurality of vehicles; At least one sensor located in a first vehicle among the plurality of vehicles and installed in the first vehicle to sense information of the first vehicle, a main communication unit receiving sensing data from a 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 other than the first vehicle among the plurality of vehicles and installed in the second vehicle to detect information of the second vehicle, and a sensor located in the second vehicle And an auxiliary communication unit receiving sensing data from the device; The main communication unit generates and stores a packet including a security sequence in response to the detection 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.

Description

Railway Vehicle Remote Test System

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

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

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

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

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

The present invention is a railroad vehicle remote test system and a control center; A plurality of vehicles; At least one sensor located in a first vehicle among the plurality of vehicles and installed in the first vehicle to sense information of the first vehicle, a main communication unit receiving sensing data from a 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 other than the first vehicle among the plurality of vehicles and installed in the second vehicle to detect information of the second vehicle, and a sensor located in the second vehicle And an auxiliary communication unit receiving sensing data from the device; The main communication unit generates and stores a packet including a security sequence in response to detection 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. It is supplied to the center, and the size of the packet is transmitted from the control center to the main communication unit before the vehicles are operated.

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, the generation rate per unit time of the sensing data generated in each of the vehicles before the vehicles are operated is transmitted from the main communication unit to the control center.

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

According to an embodiment, the packet includes the vehicle-specific sensing data so as to be proportional to the generation rate per unit time.

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

delete

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

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

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

According to the remote test system and method for a railroad vehicle according to an embodiment of the present invention, a security sequence is periodically transmitted using a first communication network, and test data including a security sequence is transmitted in large quantities using a 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 artificial manipulation of the test data, and at the same time, even if the test data is artificially manipulated, it is possible to easily determine whether the test data has been manipulated, thereby improving the reliability of the test data. .

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

Hereinafter, embodiments of the present invention and other matters necessary for a person 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, since the present invention may be implemented in various different forms within the scope of the claims, the embodiments described below are merely illustrative regardless of whether they are expressed or not.

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 reference numerals as much as possible even if they are indicated on different drawings.

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

In Korea, the 23GHz band is designated and used as the ISM band. Since the 23GHz band has a short radio wave reach, it incurs a lot of cost when installing base stations on all routes. Accordingly, in the present invention, an integrated railway wireless network (LTE-R) and an ISM are used simultaneously so that reliable test data can be transmitted while suppressing an increase in cost.

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

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

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

The railroad vehicle 300 includes one or more vehicles. Such a railway vehicle 300 includes a plurality of sensors and communication devices. Details regarding the railroad vehicle 300 will be described later.

The first base stations 302 connect the control center 200 and the railroad vehicle 300 using a first communication network. Here, the first communication network may be set as an integrated railway wireless 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 to ISM. The second base station 304 may be installed in a specific area such as a station. 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, as the second communication network, a 5G mobile communication (5G), 5GHz or 18GHz band may be used.

2 is a diagram showing an embodiment of a railroad vehicle. In FIG. 2, three vehicles are illustrated for convenience of description, but the present invention is not limited thereto. For example, the railroad vehicle 300 may 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 in which it is installed during a test operation. Meanwhile, the vehicle 320 has various types. For 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. Accordingly, the sensors 312 included in each of the vehicles 320a to 320c may also be variously set according to the characteristics of the vehicle. As an example, the sensor 312 may include a speed sensor, an acceleration sensor, a noise sensor, a vibration sensor, a temperature sensor, an air compression sensor, and the like. 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 refers to a device that communicates using a first communication network, and may be set as a device that communicates using a currently commercialized integrated railway network (LTE-R). The first communication device 306 transmits data using a relatively low transmission rate.

The second communication device 308 refers to 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 5G communication device, a device that communicates using 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. As such an internal communication device 314, a 2GHz or 5GHz Wifi AP may be used. In addition, 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 auxiliary communication unit 310b included in the second vehicle 320b receives sensing data from the sensors 312 included in the second vehicle 320b using wireless communication, and transmits the received sensing data to an internal communication device ( 314 is supplied to the main communication unit 310a. Similarly, the auxiliary communication unit 310c included in the third vehicle 320c receives sensing data from the sensors 312 included in the third vehicle 320c using wireless communication, and internally communicates the received sensing data. The device 314 is used to supply it to the main communication unit 310a.

The main communication unit 310a receives sensing data from the sensor 312 installed in the first vehicle 320a using wireless communication. In addition, the main communication unit 310a receives sensing data from the auxiliary communication units 310b and 310c. The main communication unit 310a receiving the sensing data generates a packet including a security sequence. 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. In this regard, a detailed description will be provided later.

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

Referring to FIG. 3, first, the number of auxiliary communication units 310b and 310c, IDs of auxiliary communication units 310b and 310c, vehicle numbers on which auxiliary communication units 301b and 310c are installed are stored in advance in the control center 200. The control center 200 transmits the number of auxiliary communication units 310b and 310c, 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. Request information on the data rate (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...)

Upon receiving the data rate (rx) information request, the main communication unit 310a 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 receiving a request for the amount of data generated per unit time receive sensing data from the sensors 312 of the vehicle in which they are installed, measure the amount of sensing data generated per unit time, and transmit it to the main communication unit 310a. (S404)

Here, as shown 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 sensing data Data per unit time may be set differently.

For example, the main 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 has been supplied with the generation amount of sensing data 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 amount of data generated by the first vehicle, and d2 is the amount of data generated by 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 a first data ratio r1, and the detection data Data of each of the normal communication units 310b and 310c is a second data ratio r2. And a third data rate r3. In this case, the sum of all data rates (r1+r2+r3) is set to "1".

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

The main communication unit 310a receiving the packet size generates a packet corresponding to the data rate rx. As described above, if a packet is generated according to the data rate rx, that is, the amount of sensing data generated per unit time (set to be proportional to the amount of data generated), transmission of sensing 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 include the security sequence (S). (For example, when 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 in a variety of currently known methods. For 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 can be selected. At this time, 16bit CRC, 24bit CRC, 32bit CRC, etc. may be applied.

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

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

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

The main communication unit 310a receiving the sensing data determines whether a security sequence, i.e., a packet can be generated (S502). Here, whether the packet can be generated is determined by checking whether the sensing data for each vehicle has been transmitted enough to generate a packet. I can judge. For example, the main communication unit 310a may determine that a packet can be generated when the sensing data for each vehicle is (P-K)/rx or more.

If the packet cannot be generated in step S502, the process returns to step S500 and the sensing data is transmitted 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 rate rx as described above.

The main 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). 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, a packet is generated while repeating steps S500 to S506, and the generated packet is stored in the memory of the main communication unit 310a.

If data transmission is possible using the second communication device 308 in step S506, the packets and packet indexes 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) (and auxiliary security sequences (S1 to S3)) transmitted in step S504, and the data rate (rx) transmitted in step S406. Determine whether or not (S510)

In addition, when the test data includes the auxiliary security sequences (S1 to S3), it is possible to determine the vehicle number of the error when an error occurs.

In the case of determining whether the test data is abnormal using a security sequence or the like as described above, even if the test data is naturally or artificially damaged, the reliability of the data can be secured.

Meanwhile, in FIGS. 5A and 5B, it has been described that one sensing data is sequentially generated 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 sensing data for each vehicle stage may be simultaneously generated, and a plurality of packets may be generated in response thereto.

Although the technical idea of the present invention has been described in detail according to the preferred embodiment, it should be noted that the above-described embodiment is for the purpose of explanation and not limitation. In addition, those of ordinary skill in the technical field of the present invention will appreciate that various modifications are possible within the scope of the technical idea of the present invention.

The scope of the rights to the above-described invention is defined in the following claims, and is not limited to the description of the text of the specification, and all variations and changes belonging to the equivalent range of the claims will belong to the scope of the invention.

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

Claims (10)

Control center;
A plurality of vehicles;
At least one sensor located in a first vehicle among the plurality of vehicles and installed in the first vehicle to sense information of the first vehicle, a main communication unit receiving sensing data from a 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 other than the first vehicle among the plurality of vehicles and installed in the second vehicle to detect information of the second vehicle, and a sensor located in the second vehicle And an auxiliary communication unit receiving sensing data from the device;
The main communication unit generates and stores a packet including a security sequence in response to the detection 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,
The size of the packet is transmitted from the control center to the main communication unit before the vehicles are operated. The method of claim 1,
The main communication unit supplies the stored packets as test data to the control center when communication of the second communication device is possible. The method of claim 2,
A railway vehicle remote test system in which a rate of occurrence per unit time of the sensing data generated in each of the vehicles before the vehicles are operated is transmitted from the main communication unit to the control center. The method of claim 3,
The control center determines whether or not the test data is abnormal using the security sequence and an occurrence rate per unit time of the detection data. The method of claim 3,
The packet is a railway vehicle remote test system including the vehicle-specific detection data so as to be proportional to the generation rate per unit time. The method of claim 3,
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. delete The method of claim 1,
The control center transmits initial setting information including the number of the auxiliary communication units and the vehicle number in which each of the auxiliary communication units is installed to the main communication unit before the vehicles are operated. The method of claim 1,
A railway vehicle remote test system further comprising an internal communication device positioned in each of the vehicles to enable wireless communication between the main communication unit and the auxiliary communication unit. The method of claim 1,
The first communication network is configured as an integrated railway wireless network (LTE-R), and the second communication network is configured as industrial scientific and medical equipment (ISM) or 5G communication.

Images