Communication device of train

Abstract

The invention provides a communication device of a train. The device comprises a multi-system trackside control system and a vehicle-mounted control system, the multi-system trackside control system comprises an existing trackside control system and a new trackside control system, and the new trackside control system is formed by transforming and upgrading the existing trackside control system; the vehicle-mounted control system communicates with the existing trackside control system and the new trackside control system through the same communication protocol. And the vehicle-mounted control system compatibly processes the application layer message of the existing trackside control system and the application layer message of the new trackside control system. By means of the communication device, barrier-free communication between the vehicle-mounted control system and the multi-system trackside control system can be achieved in the transition stage, and therefore the upgrading cost of an existing signal system of urban rail transit is greatly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a communication device for a train. Background Art

[0002] With the increase in the operating years of existing urban rail transit, the design service life and service life of related facilities and equipment systems of some line signal systems are approaching the expiration date, and the demand for upgrading and reconstruction of existing line signal systems of urban rail transit is increasing year by year.

[0003] The onboard control system and the trackside control system are the main targets for signal system upgrades and renovations. In traditional renovation projects, in order to reduce the impact on daily train operations and existing systems, the existing and new trackside control systems coexist during the transition period, and the switch between the old and new trackside control systems is achieved by adding inverted equipment. Compared with the trackside control system, the upgrade of the onboard control system needs to consider issues such as limited onboard installation space, large differences between the old and new systems, and the impact on transportation capacity. It is more difficult for the old and new onboard control systems to coexist on the train. Therefore, in the renovation project, the onboard control system is upgraded by taking a single train offline.

[0004] The following challenges are faced in the process of upgrading and renovating the existing signal system: (1) In terms of technology, there are still obstacles to the integration of the existing signal system and the new signal system. For the on-board control system, it is difficult to be compatible with both the existing trackside control system and the new trackside control system. (2) In terms of operation, the current renovation plan of taking all operating trains offline for upgrading is inefficient and easily affected by uncertain factors such as software vulnerabilities and hardware failures. The renovation period is long and has a significant impact on the transportation capacity of the existing line, and may even require long-term suspension of operation. Summary of the invention

[0005] An embodiment of the present application provides a communication device for a train, which can achieve barrier-free communication between a multi-standard trackside control system and an on-board control system after an existing signal system has been upgraded and reconstructed.

[0006] An embodiment of the present application provides a communication device for a train, the device comprising a multi-standard trackside control system and an on-board control system; the multi-standard trackside control system comprises an existing trackside control system and a new trackside control system, the new trackside control system being modified and upgraded from the existing trackside control system; the on-board control system communicates with the existing trackside control system and the new trackside control system respectively through the same communication protocol; the on-board control system is compatible with processing application layer messages of the existing trackside control system and application layer messages of the new trackside control system.

[0007] In one embodiment, the on-board control system switches the operation mode by adding an on-board reversing switch to the train; the operation mode includes an existing operation mode and a cutover operation mode, and the cutover operation mode is an existing operation mode after system modification.

[0008] In one embodiment, the device further includes a trackside safety gateway, a switch and a backbone network, and the existing trackside control system, the new trackside control system, the trackside safety gateway and the backbone network together constitute a trackside wired network.

[0009] In one embodiment, the device further includes a vehicle-mounted antenna and a vehicle-mounted safety gateway, and the vehicle-mounted control system, the trackside safety gateway, the vehicle-mounted antenna and the vehicle-mounted safety gateway together constitute a vehicle-mounted wired network.

[0010] In one embodiment, the device further includes a vehicle-ground wireless network, and the trackside wired network communicates with the vehicle-mounted wired network through the vehicle-ground wireless network.

[0011] In one embodiment, the communication protocol includes a communication field and a field parameter value, and the field parameter value represents the communication status between the onboard control system and the multi-standard side control system.

[0012] In one embodiment, the communication fields include interface type, message type, receiver type, receiver ID, sender type, sender ID, timestamp, application layer message and cyclic redundancy check CRC.

[0013] In one embodiment, the onboard control system and the multi-standard trackside control system establish initial communication based on the field parameter values ​​of the interface type and the message type, so that the onboard control system determines the communication object.

[0014] In one embodiment, the application layer message is a command or status information sent by the multi-standard trackside control system to the onboard control system.

[0015] In one embodiment, according to the operation mode to which the onboard control system belongs, the onboard control system is compatible with processing commands or status information issued by the existing wayside control system and commands or status information issued by the new wayside control system.

[0016] After the existing signal system is upgraded and renovated, the existing signal system and the new signal system will operate in parallel during the transition stage. Through the communication device in the above embodiment, the on-board control system and the multi-standard trackside control system can achieve barrier-free communication during the transition stage, thereby greatly reducing the upgrade cost of the existing signal system of urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings required for use in the embodiments of the present application are briefly introduced below.

[0018] Figure 1 This is a schematic diagram of the vehicle-mounted reverse switch mode selection provided in an embodiment of the present application;

[0019] Figure 2 A communication device for a train provided in an embodiment of the present application;

[0020] Figure 3 It is a schematic diagram of the process of initializing communication between the on-board control system and the multi-standard trackside control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0022] Similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0023] At present, in the urban rail transit system, the Communication Based Train Control System (CBTC) includes three functional levels: central, trackside, and onboard. Among them, the central control function is mainly to control and supervise the ATS (Automatic Train Supervision) system, with the aim of centralizing the operation and maintenance functions of the rail transit line; the trackside provides functions such as turnouts, signal machines, axle counters, PSD (Platform Screen Doors, rail transit platform screen door system), and platform emergency closing buttons to ensure the positioning of the train and determine the authorized movement route for each train in the area; the onboard part is responsible for the safe positioning of the train, receiving the movement authorization instructions of the trackside system, and executing the ATP (Automatic Train Protection) and ATO (Automatic Train Operation) functions.

[0024] As the existing rail transit operation life increases, problems such as equipment aging, performance degradation, and limited transport capacity become increasingly prominent, and the demand for signal system upgrades is increasing year by year. In urban rail transit signal system upgrade projects, it is usually necessary to upgrade the on-board control system, trackside control system, and central control system to achieve the goals of refurbishing existing system equipment and improving existing system performance.

[0025] However, as mentioned above, the following challenges are faced in the process of upgrading and renovating the existing signal system: (1) In terms of technology, there are still obstacles to the integration of the existing signal system and the new signal system. For the on-board control system, it is difficult to be compatible with both the existing trackside control system and the new trackside control system. (2) In terms of operation, the current renovation plan of taking all operating trains offline for upgrading is inefficient and easily affected by uncertain factors such as software vulnerabilities and hardware failures. The renovation period is long and has a significant impact on the transportation capacity of the existing line, and may even require long-term suspension of operation.

[0026] In order to solve the above problems, the embodiments of the present application at least provide a communication device for a train, the device includes a multi-standard trackside control system and an on-board control system; the multi-standard trackside control system includes an existing trackside control system and a new trackside control system, the new trackside control system is transformed and upgraded from the existing trackside control system; the on-board control system communicates with the existing trackside control system and the new trackside control system respectively through the same communication protocol; the on-board control system is compatible with processing application layer messages of the existing trackside control system and application layer messages of the new trackside control system. After the existing signal system is upgraded and transformed, the existing signal system and the new signal system will operate in parallel during the transition period. Through the communication device, the on-board control system and the multi-standard trackside control system can achieve barrier-free communication during the transition period, thereby greatly reducing the upgrade cost of the existing signal system of urban rail transit.

[0027] In order to reduce the workload and complexity of the on-board control system transformation in the existing signal system transformation and upgrading project of the train, this embodiment realizes the selection of the operating mode of the on-board control system by adding an on-board reversing switch to the train.

[0028] When a single train is offline for onboard control system upgrade, the existing onboard control system will be upgraded to a new onboard control system with a primary and standby redundant verification structure. Figure 1 shown.

[0029] The upgraded on-board control system supports switching between the existing operation mode and the cutover operation mode. In the existing operation mode, the communication method and content between the on-board control system and the trackside control system and the central control system are the same as before the upgrade, and the existing software database is used; while in the cutover operation mode, the on-board control system interacts with the trackside control system and the central control system in the newly upgraded communication method and content, and uses the upgraded software database.

[0030] Through the on-board reversing switch, the on-board control system can identify whether it is currently in the existing operation mode or in the cutover operation mode. When the overall upgrade and transformation is completed, the entire line of trains can be quickly "reversed with one key" and "put into operation immediately" without changing the on-board control software, which greatly saves the reversing time and system restart time, and increases the time for nighttime debugging and operation drills during the transformation period.

[0031] Figure 2 A train communication device is provided in an embodiment of the present application. The device is compatible with multi-standard trackside control systems and may specifically include three parts: a trackside wired network, an on-board wired network, and a train-to-ground wireless communication.

[0032] The trackside wired network includes the existing trackside control system, the new trackside control system, the trackside safety gateway and the backbone network, where the backbone network is composed of multiple switches. The vehicle-mounted wired network includes the vehicle-mounted control system, the trackside safety gateway, the vehicle-mounted antenna and the vehicle-mounted safety gateway. The vehicle-ground wireless communication includes the trackside wireless unit.

[0033] The trackside safety gateway communicates with the existing trackside control system and the new trackside control system respectively, and the trackside safety gateway also communicates with the backbone network. The vehicle-mounted safety gateway communicates with the vehicle-mounted control system and the vehicle-mounted antenna respectively. The trackside wired network communicates with the vehicle-mounted wired network through the vehicle-ground wireless network. Specifically, the trackside safety gateway communicates with the backbone network, the backbone network communicates with the trackside wireless unit, and the trackside wireless unit communicates with the vehicle-mounted antenna, thereby completing the communication between the vehicle-mounted control system and the multi-standard trackside control system.

[0034] In one embodiment, the trackside wired network includes two parts: the existing trackside equipment and the new system trackside equipment. The new and old trackside control systems each network their control units deployed in equipment concentration stations, non-equipment concentration stations, vehicle depots and other areas through a redundant backup dual network mode, and transmit the trackside business flow data such as control area status, mobile authorization, and route information to the trackside backbone network through access switches and trackside security gateways. The on-board wired network is located at the front and rear of the train, and is composed of an on-board wireless unit, an on-board antenna, an on-board filter, an on-board switch, an on-board security gateway and an on-board control system. The on-board wired network provides a communication interface between each on-board system, on-board equipment and on-board wireless equipment. The vehicle-ground wireless network provides a two-way, fast, reliable and secure transmission channel for data exchange between the vehicle and the ground, and adopts LTE (Long Term Evolution) communication technology to realize the transmission of train control data between the trackside signal server and the on-board ATP / ATO equipment.

[0035] In one embodiment, the existing wayside control system and the new wayside control system use the same communication protocol with the vehicle-mounted control system, and different interface methods need to be defined to make the vehicle-mounted control system compatible with the above-mentioned different standards of wayside control systems.

[0036] The communication fields of the above communication protocol are shown in the following table:

[0037]

[0038]

[0039] In order to realize the communication between the on-board control system and the multi-standard trackside control system, this embodiment defines different field parameter values ​​in the communication protocol. Interface_Type=1 indicates the communication between the on-board control system and the new trackside control system, and Interface_Type=2 indicates the communication between the on-board control system and the existing trackside control system. The message type field Telegram_Type is used to identify the sender's messages such as establishing communication, maintaining communication, taking over communication from redundant units, synchronizing clocks, etc., or responses to the above situations. In this embodiment, Telegram_Type=1 indicates a request for communication (RFC) message, Telegram_Type=2 indicates a handshake message (Handshake Telegram), and Telegram_Type=3 indicates a handshake confirmation message (Handshake Confirmation Telegram).

[0040] In the above communication protocol, the types and IDs of the sender and receiver (Receiver_Class, Receiver_ID, Transmitter_Class, Transmitter_ID) are also defined to uniquely identify the two communicating parties for logging purposes. The defined timestamp (Timestamp) is used to record the time when the communication occurred. The defined application layer message (Application_Data_Field) is the specific communication content, such as the command or status information sent by the multi-standard trackside control system to the vehicle control system. The defined cyclic redundancy check (Cyclic Redundancy Check, CRC) is used to verify the legitimacy of the message.

[0041] In one embodiment, a mechanism is provided for the onboard control system and the multi-standard trackside control system to confirm each other's identities during the data communication initialization handshake phase. When the onboard control system needs to establish communication with the trackside control system, it sends an RFC message to the trackside control system as the handshake initiator; the trackside control system, as the handshake receiver, will feedback a handshake confirmation message with Interface_Type after receiving the RFC message from the onboard control system, indicating that the trackside control system has confirmed its identity to the onboard control system. The data communication initialization process is as follows: Figure 3 shown.

[0042] exist Figure 3 In the handshake process, the vehicle control system as the initiator needs to establish initial communication with the multi-standard trackside control system as the handshake receiver, and periodically sends RFC messages to the handshake receiver to request the establishment of communication (i.e. Figure 3 After receiving a valid RFC message, the handshake recipient will reply with a handshake confirmation message with Interface_Type (i.e. Figure 3 The new trackside control system replies with Interface_Type=1, and the existing trackside control system replies with Interface_Type=2. After receiving a valid handshake message, the handshake initiator confirms that the communication is established and sends a confirmation to the handshake receiver (i.e. Figure 3 Finally, the handshake recipient confirms that the communication is established. Figure 3 In a series of communications, the on-board control system and the multi-standard trackside control system establish initial communication, and the on-board control system determines whether the communication object is the existing trackside control system or the new trackside control system.

[0043] In one embodiment, since different types of trackside control systems differ in working principles, system functions, performance, etc., the onboard control system also differs in communication and interaction content with the onboard control system. This embodiment performs compatibility processing on application layer messages unique to the new trackside control system based on application layer messages of the existing trackside control system and the onboard control system.

[0044] The above application layer messages may be commands or status information sent by a multi-standard trackside control system to a vehicle-mounted control system, for example, commands or status information sent by an existing trackside control system to a vehicle-mounted control system, or commands or status information sent by a new trackside control system to a vehicle-mounted control system.

[0045] On the basis of the communication between the current on-board control system and the existing standard trackside control system, for the commands or status information that are newly added or cancelled by the new trackside control system relative to the existing standard, the on-board control system adopts the following table to perform compatible processing on the newly added or cancelled commands or status information according to its operating mode.

[0046]

[0047]

[0048] In one embodiment, the on-board control system will differentially send its own status information to different standard trackside control systems according to the different communication objects, so there is no need to upgrade the existing trackside control system software, avoiding the trackside control system from misidentification and misinterpretation. After the on-board control system and the multi-standard trackside control system have initialized their communication and confirmed each other's identities, some application layer messages that are only needed by the new trackside control system will not be sent to the existing trackside control system, such as train rollback protection request, train position reliability and other content that are status information that are only needed by the new trackside control system, and the on-board control system will not send them to the existing trackside system.

[0049] Based on the application layer messages of the existing trackside control system and the on-board control system, the application layer messages unique to the new trackside control system are compatible with each other, so that the trackside control system can be flexibly upgraded during the transformation process. It is not affected by whether the trackside control system is upgraded, nor is it affected by the fact that some control areas are upgraded while others are not, thus achieving "seamless transition".

[0050] The advantages of the above embodiments of the present application are summarized as follows:

[0051] 1. The embodiment of the present application adds an identity recognition and confirmation mechanism to prevent miscommunication and misanalysis, and realize two-way, reliable and safe communication between the vehicle and the trackside.

[0052] 2. The on-board reversing switch of the embodiment of the present application can realize the rapid "one-key reversing" and "immediate commissioning" of trains on the entire line without changing the on-board control software, which greatly saves the reversing time and system restart time, and increases the time for night debugging and operation drills during the transformation period.

[0053] 3. The embodiments of the present application can enable trackside control systems of different standards to receive and analyze vehicle status information without obstacles, and can also send trackside control commands and trackside status information to the on-board control system. For existing line renovation and upgrading projects, it can effectively reduce the workload of trackside renovation and greatly shorten the renovation cycle.

[0054] 4. The embodiment of the present application enables a single train to be put into operation immediately after being upgraded offline, without being affected by differences in trackside control system standards, thereby reducing the impact on the line capacity of the reconstruction project.

[0055] In several embodiments provided in the present application, the disclosed device can also be implemented in other ways. The device embodiments described above are merely schematic, for example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and a part of a module, a program segment or a code contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of boxes in the block diagram and / or the flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0056] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

Claims

1. A communication device for a train, characterized in that: The device includes a multi-standard trackside control system and a vehicle-mounted control system; The multi-standard trackside control system includes an existing trackside control system and a new trackside control system, wherein the new trackside control system is transformed and upgraded from the existing trackside control system; The on-board control system communicates with the existing trackside control system and the new trackside control system respectively through the same communication protocol; The on-board control system is compatible with and processes application layer messages of the existing trackside control system and application layer messages of the new trackside control system.

2. The train communication device according to claim 1, characterized in that: The on-board control system switches the operation mode by means of an on-board reverse switch added to the train; The operation mode includes an existing operation mode and a cutover operation mode, and the cutover operation mode is an existing operation mode after system transformation.

3. The train communication device according to claim 1, characterized in that: The device also includes a trackside safety gateway, a switch and a backbone network. The existing trackside control system, the new trackside control system, the trackside safety gateway and the backbone network together constitute a trackside wired network.

4. The train communication device according to claim 3, characterized in that: The device also includes a vehicle-mounted antenna and a vehicle-mounted safety gateway. The vehicle-mounted control system, the trackside safety gateway, the vehicle-mounted antenna and the vehicle-mounted safety gateway together constitute a vehicle-mounted wired network.

5. The train communication device according to claim 4, characterized in that: The device also includes a vehicle-ground wireless network, and the trackside wired network communicates with the vehicle-mounted wired network through the vehicle-ground wireless network.

6. The train communication device according to claim 1, characterized in that: The communication protocol includes a communication field and a field parameter value, and the field parameter value represents the communication status between the vehicle-mounted control system and the multi-standard side control system.

7. The train communication device according to claim 6, characterized in that: The communication fields include interface type, message type, receiving end type, receiving end ID, sending end type, sending end ID, timestamp, application layer message and cyclic redundancy check CRC.

8. The train communication device according to claim 7, characterized in that: According to the field parameter values ​​of the interface type and the message type, the on-board control system and the multi-standard trackside control system establish initial communication, so that the on-board control system determines the communication object.

9. The train communication device according to claim 2, characterized in that: The application layer message is a command or status information sent by the multi-standard trackside control system to the on-board control system.

10. The train communication device according to claim 9, characterized in that: According to the operation mode to which the on-board control system belongs, the on-board control system is compatible with processing commands or status information issued by the existing trackside control system and commands or status information issued by the new trackside control system.

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