A BTM system with a highly reliable architecture

Abstract

The BTM system with a highly reliable architecture of the present invention is composed of a BTM host, a BTM antenna, and a low-frequency cable; the analog circuit part on the existing BTM host is moved to the BTM antenna, and at the same time, the existing coaxial cable is replaced by the low-frequency cable, and the low-frequency cable is composed of redundant power lines, ground lines, and redundant TA transmission lines. Technical advantages of the present invention: Such an architecture design can directly avoid the interference of the vehicle body environment on the BTM transmission path, and the signal transmitted by the cable is a low-frequency signal, with a longer transmission distance, and is not limited by the wavelength of the transmitted signal. The cable length can be reasonably designed according to the locomotive installation conditions. At the same time, such an architecture improves the flexibility of the BTM antenna layout and can extend various BTM usage forms.

Description

Technical Field

[0001] The present invention relates to a BTM system with a highly reliable improved architecture. Background Art

[0002] Currently, the BTM systems on the market are composed of a BTM host, a BTM antenna, and an antenna cable. When the BTM antenna activates the transponder, it simultaneously receives the message information sent by the transponder, transmits the analog FSK signal to the BTM host through a coaxial cable. After the host processes the FSK signal, it outputs the transponder message information to the on-vehicle train control system.

[0003] As Figure 1 shown, in the existing BTM system, the signal transmission between the antenna and the host mostly uses coaxial cables. The host transmits a 27M energy signal through the coaxial cable to activate the antenna. At the same time, the host receives the 4M FSK signal of the message sent by the transponder through the coaxial cable. The coaxial cable has a high cost, and both the 27M energy signal and the 4M FSK signal are transmitted on the cable. In the current installation environment of the locomotive, it is extremely vulnerable to environmental interference and fails. Moreover, after the coaxial cable fails, it will directly cause the BTM function to fail. In addition, due to the transmission of the 27M high-frequency energy signal, the length of the coaxial cable is limited by the wavelength, and the cable length must be an integer multiple of half the wavelength, resulting in cable waste. Summary of the Invention

[0004] In view of the disadvantages of the existing BTM system, such as being vulnerable to the vehicle body environment interference and the transmission distance limitation of the coaxial cable, the present invention proposes a BTM system with a highly reliable architecture.

[0005] The present invention provides a BTM system with a highly reliable architecture, which is composed of a BTM host, a BTM antenna, and a low-frequency cable;

[0006] The BTM system moves the analog circuit part on the existing BTM host to the BTM antenna, and at the same time replaces the existing coaxial cable with the low-frequency cable,

[0007] The low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna, and is responsible for providing the antenna working power supply and the transmission function of the TA code after demodulation by the BTM antenna;

[0008] The low-frequency cable is composed of redundant power lines, ground lines, and redundant TA transmission lines;

[0009] Since the low-frequency cable does not transmit high-frequency signals and is not easily interfered by spatial high-frequency signals, it is not limited by the transmission signal wavelength. Therefore, the cable length can be reasonably designed according to the locomotive installation conditions.

[0010] Technical advantages of the present invention: With this architecture design, interference from the vehicle body environment to the BTM transmission path can be directly avoided. Moreover, the signals transmitted by the cable are low-frequency signals, which can be transmitted over a longer distance without being restricted by the wavelength of the transmitted signal. The length of the cable can be reasonably designed according to the installation conditions of the locomotive. At the same time, this architecture improves the flexibility of the BTM antenna layout and can extend various BTM usage forms, such as dual-antenna single-end redundancy and dual-antenna head-tail redundancy structures. Description of the Drawings

[0011] Figure 1 is the architecture diagram of the BTM system in the prior art;

[0012] Figure 2 is the architecture diagram of the BTM system of the present invention;

[0013] Figure 3 is the schematic diagram of the conventional application of the BTM system of the present invention;

[0014] Figure 4 is the schematic diagram of the dual-antenna single-end redundancy application of the BTM system of the present invention;

[0015] Figure 5 is the schematic diagram of the dual-antenna head-tail end redundancy application of the BTM system of the present invention; Detailed Embodiments

[0016] The present invention will be described in detail below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the present invention, but do not limit the present invention in any form. It should be noted that for those of ordinary skill in the art, without departing from the inventive concept, several modifications and improvements can be made, and these all belong to the protection scope of the present invention.

[0017] The BTM of the existing architecture, such as Figure 1 , where the BTM host is placed in the signal cabinet. The host includes a power module, a drive module, a demodulation module, and a decoding communication module. Among them, the drive module provides a 27M energy drive amplification function for the antenna. The demodulation module is responsible for receiving the 4M FSK signal, demodulating the signal, and modulating the signal into a low-frequency TA code signal. The decoding communication module then converts the received TA code into a user message and transmits it to the on-vehicle train control system. Among them, the drive module and the demodulation module are built by analog circuits, and the decoding communication module is usually composed of programmable devices, which is easily affected by the external environment and has lower reliability than analog circuits. Through a detailed evaluation of the system reliability and cost of the BTM with the existing architecture, the present invention Figure 1 The more reliable analog circuit parts such as drive and demodulation in the architecture host are transplanted into the antenna, and the host only retains the decoding communication function. This architecture design not only ensures the reliability of the system but also replaces the coaxial cable with a low-frequency cable, reducing the cost of the system.

[0018] The BTM system of the present invention consists of a BTM host, a BTM antenna, and a low-frequency cable. The functions of the analog circuit part on the BTM host are transplanted into the BTM antenna. The low-frequency cable is responsible for providing the antenna working power supply and receiving the transmission function of the TA code after demodulation by the BTM antenna. Its architecture is shown in Figure 2 .

[0019] Among them, the A1 / A4 interface is the interface between the BTM system and the ground transponder, and the B interface is the interface between the BTM and the on-vehicle train control system, which is used for communication between the BTM and the on-vehicle train control system.

[0020] BTM antenna: The BTM antenna is installed on the bogie or the bottom of the locomotive car body. The BTM antenna includes a drive module and a demodulation module. The drive module provides the 27M energy drive amplification function for the antenna and outputs it through the A4 interface, which is used to activate the ground transponder. The demodulation module is responsible for receiving the signal of the A1 interface, demodulating the signal, and modulating the A1 signal into low-frequency TA1 and TA2 signals.

[0021] Low-frequency cable: It runs through the car body to connect the BTM host and the BTM antenna, and is composed of redundant power lines 1, 2, ground wires, and redundant TA transmission lines 1, 2. Among them, the BTM host supplies power to the BTM antenna through the power lines 1, 2, and the TA transmission lines 1, 2 transmit the TA code from the antenna to the BTM host. Since the low-frequency cable does not transmit high-frequency signals, is not easily interfered by spatial high-frequency signals, and is not limited by the wavelength of the transmitted signal, the cable length can be reasonably designed according to the installation conditions of the locomotive. In addition, since the coaxial cable in the existing architecture is a single-channel design, once a single-point failure (such as short circuit or open circuit) occurs, the BTM will fail as a whole. After replacing it with a low-frequency cable, due to its redundant communication line design, the normal operation of the BTM system is not affected after a single-point failure occurs.

[0022] BTM host: It is placed in the on-vehicle signal cabinet, receives the TA1 and TA2 code elements sent by the BTM antenna through the low-frequency cable, decodes the TA code, and transmits it to the on-vehicle signal system through the B interface.

[0023] The application of the low-frequency cable makes the distribution of the cable and the antenna more flexible. Integrating the analog circuit part into the antenna significantly reduces the sensitivity of the antenna to interference from the car body space and lines, facilitating the layout of the antenna in more space under the car body.

[0024] When the BTM system of the present invention is actually used, a single set of host is adopted, and the antenna and the low-frequency cable can be selected in multiple ways according to the on-site use scenarios. The following is an illustration with specific examples.

[0025] Figure 3This is a schematic diagram of the conventional BTM structure for normal use (within the dashed box). This is a conventional usage method. The BTM host is installed in the signal cabinet at the front of the vehicle, the BTM antenna is installed under the front of the vehicle, and the low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna.

[0026] The beneficial effects of this application scenario are as follows: It reduces the risk of interference from the vehicle body during the BTM's transmission of transponder information, increases the cable distance for transponder message transmission, and simultaneously reduces the cable transmission cost.

[0027] Figure 4 This is a schematic diagram of the BTM dual-antenna single-end redundancy application of the present invention (within the dashed box). This is a dual-antenna redundancy architecture. The BTM host is installed in the signal cabinet at the front of the vehicle, and the two BTM antennas are respectively installed under the front of the vehicle. The center distance between the two antennas is greater than 8 meters. The low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna. The two antennas can work in cold standby or hot standby mode.

[0028] During the operation of the BTM, when one of the antennas fails, it can be promptly switched to the other antenna for operation, providing the availability of the BTM system.

[0029] The beneficial effects of this application scenario are as follows: While reducing the risk of vehicle body interference during the BTM's transmission of transponder information, it meets the BTM dual-antenna redundancy function and reduces the risk of losing points caused by a single-point BTM failure during BTM operation.

[0030] Figure 5 This is a schematic diagram of the BTM dual-antenna head-tail end redundancy application of the present invention (within the dashed box). This is a dual-antenna redundancy architecture. The BTM host is installed in the signal cabinet at the front of the vehicle, and the two BTM antennas are respectively installed under the front of the vehicle and under the rear of the vehicle. The low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna, and the two antennas work simultaneously.

[0031] During the operation of the BTM, the BTM host processes the transponder information received at both ends through the head-tail end antennas and then outputs it to the on-vehicle signal system.

[0032] The beneficial effects of this application scenario are as follows: The information from the head-tail end antennas is aggregated to the BTM host. After the BTM host performs redundancy processing on the head-tail information, it is transmitted to the on-vehicle signal equipment. Compared with the traditional head-tail end redundancy method of arranging one BTM host and on-vehicle signal equipment at each end, it reduces the complexity of the on-vehicle signal system equipment, simplifies the functions of the on-vehicle signal equipment, and improves the BTM processing ability at the same time.

[0033] The technical advantages of the BTM with a highly reliable architecture of the present invention are as follows:

[0034] It reduces the risk of vehicle body interference during the BTM's transmission of transponder information and improves the reliability of the BTM;

[0035] The application of low-frequency cables makes the distribution of cables and antennas more flexible. The analog part is integrated into the antenna, greatly reducing the sensitivity of the antenna to interference from the vehicle body space and circuits, and facilitating the layout of the antenna in more space under the vehicle body;

[0036] The BTM host only performs decoding communication, with highly concentrated digital functions. Only one host is required, reducing the complexity of the BTM host structure.

[0037] The above are only the preferred embodiments of the solution of the present invention, and are not intended to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A BTM system with a highly reliable architecture, the BTM system consists of a BTM host, a BTM antenna and a low-frequency cable; The BTM system relocates the analog circuit part on the existing BTM host to the BTM antenna, and at the same time replaces the existing coaxial cable with the low-frequency cable; the analog circuit part relocated to the BTM antenna includes a drive module and a demodulation module; the demodulation module is responsible for receiving the 4M FSK signal, demodulating the signal, and modulating the signal into a low-frequency TA code signal; The BTM host only includes a power supply module and a decoding communication module; A single set of BTM hosts is adopted; The low-frequency cable includes redundant TA transmission lines. Due to this redundant communication line design, compared with the existing single-channel coaxial cable, even if a single-point failure occurs, it will not affect the normal operation of the BTM system; The low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna, and is responsible for providing the antenna working power supply and the transmission function of the TA code after demodulation by the BTM antenna; The low-frequency cable is composed of redundant power lines, ground lines and redundant TA transmission lines; Since the low-frequency cable does not transmit high-frequency signals, is not easily interfered by spatial high-frequency signals, and is not limited by the wavelength of the transmitted signal, the cable length can be reasonably designed according to the locomotive installation conditions.

2. The BTM system according to claim 1, characterized in that, The drive module provides a 27M energy drive amplification function for the BTM antenna.

3. The BTM system according to claim 2, characterized in that, The BTM host is placed in the vehicle signal cabinet, receives the TA code sent by the BTM antenna through the low-frequency cable, and the decoding communication module converts the received TA code into a user message and transmits it to the on-vehicle train control system.

4. The BTM system according to claim 1, characterized in that, When the BTM system is actually used, the BTM antenna and the low-frequency cable can be selected and arranged according to the on-site use scenario, such as a single antenna or a redundant dual antenna.

5. The BTM system according to claim 4, characterized in that, The redundant dual antenna includes single-end redundancy and head-tail end redundancy.

6. The BTM system according to claim 5, characterized in that, The single-end redundancy means that the BTM host is installed in the head signal cabinet, two BTM antennas are respectively installed under the head, the center distance between the two antennas is greater than 8 meters, the low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna, and the two antennas can work in cold standby or hot standby. During the operation of the BTM, when one of the antennas fails, it can be switched to the other antenna in time.

7. The BTM system according to claim 5, characterized in that, The head-tail end redundancy means that the BTM host is installed in the head signal cabinet, two BTM antennas are respectively installed under the head and under the tail, the low-frequency cable passes through the vehicle body to connect the BTM host and the BTM antenna, the two antennas work simultaneously, the head-tail end antenna information is summarized to the BTM host, and after the BTM host performs head-tail information redundancy processing, it is transmitted to the on-vehicle train control system.

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