Dual-mode rear-end host

Abstract

The present invention discloses a dual-mode tail-end host, which communicates with the outside world by means of radio signals and / or network signals, is compatible with existing communication standards, is convenient for realizing the close operation of train conductors and 10,000-ton locomotives, and significantly improves transportation efficiency; at the same time, it can effectively improve the success rate of tail-end communication in mountainous areas, tunnels and other sections, ensure the stability and reliability of tail-end communication, and is of great significance to ensuring railway transportation safety.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a dual-mode tail-end host. Background Art

[0002] With the development of wireless intercom technology and changes in wireless frequency resource planning, since January 1, 2011, the model approval of analog intercom equipment in the 150MHz and 400MHz frequency bands has been implemented, digital intercoms have been fully promoted, and railway users and other users are required to transfer the original 450MHz frequency band business to the public intercom frequency or other intercom frequencies that comply with the plan; and the wireless transmission of the tail safety protection system of the national railway freight train has been upgraded from the analog standard to the 400MHz digital standard and GSM-R standard dual-mode communication and has been maturely applied.

[0003] The main equipment of the train tail safety protection system is the train tail host, which is a safety device installed at the rear of the train. It is used to monitor the wind pressure value during the train's travel process, so that the train driver can understand the train's operating conditions. It is used in conjunction with the locomotive platform at the rear of the train's front cab.

[0004] 400MHz digital and GSM-R dual-mode communication refers to a tail-end system with two communication modes: 400MHz digital and GSM-R. In areas covered by the GSM-R railway network, the system can use both communication modes at the same time. In areas without network coverage, it automatically switches to 400MHz digital mode for communication.

[0005] At present, the technology of freight train tail has been maturely used in my country's railways for many years. The use of freight train tail devices to replace guard cars plays an important role in ensuring driving safety, significantly improving operating efficiency, saving a lot of labor costs, and achieving good economic benefits. At present, my country's tail host is mainly based on the 450MHz frequency band analog communication system, and multiple communication systems coexist. For example, there are 6 types of tail hosts, including dual-mode tail hosts using 450MHz analog intercom + LTE, and other tail hosts using 450MHz analog intercom.

[0006] Due to the different communication standards of the tail hosts of different models, when the train runs across the line, it is necessary to stop at the handover station and replace the tail host, which is time-consuming and affects the operation efficiency. At the same time, the tail work area needs to be set up at the handover station, equipped with operating personnel, tail host equipment and related tools, etc., which increases the equipment maintenance cost and operation complexity, and is not convenient for the train conductor to cross the line. Summary of the invention

[0007] The purpose of the present invention is to provide a dual-mode tail-end host that is compatible with existing communication standards. When the train runs across lines, there is no need to replace the tail-end host, which can improve operating efficiency and reduce equipment maintenance costs and operation complexity.

[0008] The objective of the present invention is achieved through the following technical solutions:

[0009] A dual-mode tail host, comprising: a main control unit, a dual-mode communication unit, a wind pressure sensor, an exhaust unit and an air duct; wherein:

[0010] The wind pressure sensor and the exhaust unit are connected to the main air duct of the locomotive through the air duct, and the wind pressure data is collected through the wind pressure sensor according to the instruction from the main control unit, or the wind pressure data is periodically collected through the wind pressure sensor, and the collected wind pressure data is transmitted to the main control unit, and the auxiliary exhaust instruction issued by the main control unit is received;

[0011] The main control unit establishes a two-way communication connection with the outside world through the dual-mode communication unit by means of radio signals and / or network signals; the main control unit receives instructions issued by the outside world through the two-way communication connection, and feeds back response information after executing the instructions through the main control unit, and the main control unit monitors the status of the dual-mode tail host at all times, and sends an alarm message through the two-way communication connection when an abnormal state occurs.

[0012] It can be seen from the technical solution provided by the present invention that the equipment maintenance cost and complexity can be effectively reduced, radio signals and / or network signals can be used to communicate with the outside world, and the existing communication standards can be compatible, which is convenient for realizing the close operation of train conductors and 10,000-ton locomotives, and significantly improving transportation efficiency; at the same time, it can effectively improve the success rate of tail-end communication in mountainous areas, tunnels and other sections, ensure the stability and reliability of tail-end communication, and is of great significance to ensuring the safety of railway transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0014] Figure 1 A schematic diagram of a dual-mode tail host provided by an embodiment of the present invention;

[0015] Figure 2 A schematic diagram of an application scenario of a dual-mode tail host provided by an embodiment of the present invention;

[0016] Figure 3A schematic diagram of a power-on self-test process provided by an embodiment of the present invention;

[0017] Figure 4 A flow chart of establishing a connection in a 400MHz digital mode provided by an embodiment of the present invention;

[0018] Figure 5 LTE-R network registration flow chart provided by an embodiment of the present invention;

[0019] Figure 6 A flow chart of establishing a connection in an LTE-R manner provided by an embodiment of the present invention;

[0020] Figure 7 A flow chart of establishing a connection in a 400KHz digital mode provided by an embodiment of the present invention;

[0021] Figure 8 A wind pressure query flow chart provided by an embodiment of the present invention;

[0022] Fig. 9 An exhaust brake flow chart provided for an embodiment of the present invention;

[0023] Fig.10 A wind pressure alarm flow chart provided by an embodiment of the present invention;

[0024] Fig.11 A low battery alarm flow chart provided by an embodiment of the present invention;

[0025] Fig.12 A flowchart of host elimination at the end of a list provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0026] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the protection scope of the present invention.

[0027] First, the terms that may be used in this article are explained as follows:

[0028] The term “and / or” means that either or both of them can be realized at the same time. For example, X and / or Y means both “X” or “Y” and “X and Y”.

[0029] The terms "include", "comprises", "contains", "has" or other descriptions with similar semantics should be interpreted as non-exclusive inclusion. For example, including certain technical feature elements (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or products, etc.) should be interpreted as including not only certain technical feature elements explicitly listed, but also other technical feature elements known in the art that are not explicitly listed.

[0030] The following is a detailed description of a dual-mode tail host provided by the present invention. The contents not described in detail in the embodiments of the present invention belong to the prior art known to professionals in the field. If no specific conditions are specified in the embodiments of the present invention, the conventional conditions in the field or the conditions recommended by the manufacturer are followed. If the manufacturers of the instruments used in the embodiments of the present invention are not specified, they are all conventional products that can be purchased on the market.

[0031] A dual-mode tail-of-train host provided in an embodiment of the present invention mainly comprises: a main control unit, a dual-mode communication unit, a wind pressure sensor and an exhaust unit and an air duct; wherein: the wind pressure sensor and the exhaust unit are connected to the main air duct of the locomotive through the air duct, and the wind pressure data is collected through the wind pressure sensor according to the instruction from the main control unit, or the wind pressure data is periodically collected through the wind pressure sensor, and the collected wind pressure data is transmitted to the main control unit, and the auxiliary exhaust instruction issued by the main control unit is received; the main control unit establishes a two-way communication connection with the outside world through the dual-mode communication unit by using radio signals and / or network signals; the main control unit receives instructions issued by the outside world through the two-way communication connection, and feedbacks response information after executing the instructions through the main control unit, and the main control unit monitors the status of the dual-mode tail-of-train host at all times, and sends an alarm message through the two-way communication connection when an abnormal state occurs.

[0032] In an embodiment of the present invention, the main control unit receives instructions issued by the outside world through the two-way communication connection, and the response information fed back by the main control unit after executing the instructions includes: when the main control unit receives a wind pressure query instruction, the wind pressure data is collected through the wind pressure sensor, and fed back as response information; when the main control unit receives an auxiliary exhaust instruction, the wind pressure sensor and the exhaust unit in the exhaust unit are controlled to assist in exhaust, and a response message of assisted exhaust is fed back to the outside, and when the auxiliary exhaust is completed, a wind pressure alarm message is sent; wherein, the auxiliary exhaust includes two situations: common auxiliary exhaust and emergency auxiliary exhaust; when the main control unit receives a cancellation instruction, the dual-mode communication unit is controlled to cancel the connection relationship with the external designated device and enter an unconnected state, and at the same time, a response message of waiting for confirmation again after cancellation is fed back to the outside and the locomotive number stored in itself is cleared, and the locomotive station at the end of the train connected to it displays that the cancellation is successful.

[0033] In an embodiment of the present invention, the main control unit monitors the status of the dual-mode tail host, and sends an alarm message through the two-way communication connection when an abnormal state occurs, including: the main control unit periodically collects wind pressure data through the wind pressure sensor, and when the wind pressure data is lower than a first set value, sends an alarm message through the two-way communication connection; and the main control unit monitors the battery power in the dual-mode tail host, and when the battery power is lower than a second set value, sends an alarm message through the two-way communication connection.

[0034] In an embodiment of the present invention, the main control unit establishes a two-way communication connection with the outside world through the dual-mode communication unit by means of radio signals and / or network signals, including: the main control unit establishes a two-way communication connection with the locomotive station at the end of the train and the host detection station at the end of the train by means of radio signals and / or network signals through the dual-mode communication unit, and establishes a two-way communication connection with the locomotive number confirmation instrument by means of radio signals; wherein, the locomotive number is input into the dual-mode tail host through the locomotive number confirmation instrument, so that the dual-mode tail host establishes a connection relationship with the locomotive station at the end of the train, and after the connection relationship is established, if the clock error between the dual-mode tail host and the locomotive station at the end of the train exceeds a third set value, the dual-mode tail host automatically calibrates its own clock according to the clock of the locomotive station at the end of the train; and the dual-mode tail host is detected and calibrated by the tail host detection station.

[0035] like Figure 1 The figure shows the main structure of the dual-mode tail host, including the main control unit, dual-mode communication unit, wind pressure sensor, exhaust unit and air duct introduced earlier, as well as: battery unit, recording unit, mounting unit, automatic flash unit, multi-mode antenna, and equipment housing. Specifically:

[0036] 1. The main control unit is the core part, which is used to process the transmission and reception of information; execute commands; and monitor the working status of other units. When the following text describes each process with the host at the end of the column as the main body, it is generally executed by the main control unit as the main body. When the main control unit sends and receives information through the two-way communication connection, a double-layer encryption algorithm is used to process the information, and control is performed from the aspects of information integrity and correctness.

[0037] 2. The dual-mode communication unit includes an LTE-R module and a wireless communication module. The wireless communication module includes: a 400MHz digital channel machine and a 400KHz communication module, wherein the LTE-R module is redundantly configured, denoted as LTE-R module (A) and LTE-R module (B).

[0038] In the embodiment of the present invention, the LTE-R module: enables the dual-mode column tail host to use the UDP protocol for wireless data communication in the LTE-R network. Exemplarily, the LTE-R module of the dual-mode column tail host automatically obtains a static IP address after successfully logging into the LTE-R network, and the LTE-R module (A) and the LTE-R module (B) are connected to the LTE-R network A and B respectively; the domain name of the dual-mode column tail host is "KKLW.username.MS.LTE", and the user name is "column tail host ID + LTE-R communication unit terminal number".

[0039] In the embodiment of the present invention, the 400MHz digital channel machine enables the dual-mode column tail host to perform wireless data communication using the CSBK protocol in the DMR direct mode, and at this time, it should comply with relevant communication regulations.

[0040] In the embodiment of the present invention, the 400KHz communication module enables the dual-mode tail host to use FFSK modulation for wireless communication, the communication format refers to the format in the existing regulations, and the carrier frequency can be 425kHz.

[0041] In the embodiment of the present invention, the communication modes of the dual-mode communication unit include: 400MHz digital mode, 400KHz mode, LTE-R mode and LTE-R+400MHz dual-mode mode. Specifically:

[0042] 1) 400MHz digital mode: When the dual-mode tail device does not obtain an IP address, it works in 400MHz digital mode, and the communication method complies with relevant regulations.

[0043] 2) Dual-mode mode: The dual-mode column tail host automatically enters the dual-mode mode after obtaining the IP address. The communication mode in the DMR direct mode and the communication mode in the LTE-R network comply with relevant regulations.

[0044] In dual-mode mode, the dual-mode train tail host actively sends relevant information in 400MHz digital communication mode and LTE-R communication mode at the same time, and the external receiver responds in the corresponding way of receiving the information; when the dual-mode train tail host receives the same type of information in different modes within a period of time (for example, within 8s), it only responds to the first frame of information.

[0045] In dual-mode mode, when one communication mode fails, the continuity of communication at the end of the train can still be guaranteed, which can significantly improve the reliability of communication at the end of the train.

[0046] c) 400kHz mode: The dual-mode tail device supports communication functions in 400kHz mode, and the communication method complies with relevant regulations.

[0047] 3) Wind pressure sensor and exhaust unit: Redundant settings are also used, recorded as wind pressure sensor and exhaust unit (A) and wind pressure sensor and exhaust unit (B). The wind pressure sensor senses the wind pressure and converts it into a specific wind pressure value, and the exhaust unit (exhaust solenoid valve) performs the exhaust operation.

[0048] 4. Air duct: connects the dual-mode tail host and the train main air duct.

[0049] 5. Battery unit: Use dedicated batteries, also in a redundant configuration, denoted as dedicated battery (A) and dedicated battery (B). Both dedicated batteries are connected to the main control unit to provide power for various parts of the dual-mode tail host.

[0050] 6. The recording unit is connected to the main control unit: it can be a storage chip used to record various information generated during the operation of the dual-mode column tail host; generally, the continuous recording storage space recording time is required to be no less than 30 days, using a circular overwriting method.

[0051] 7. The multi-mode antenna is used to enhance radio signals and network signals. It mainly includes: 400MHz antenna, 400KHz antenna and LTE-R antenna, which are used to enhance the transmission and reception signals of 400MHz digital channel machine, 400KHz communication module and LTE-R communication unit respectively.

[0052] 8. Self-controlled flash unit: It flashes automatically at night to remind the rear of the train and to display the information generated by the dual-mode rear host during operation. Specifically, it can use a digital tube to display the operation instruction information and wind pressure value.

[0053] 9. Hooking unit: used to fix the dual-mode tail host at the rear of the train. It should be suitable for various couplers, firmly installed and equipped with a locking device.

[0054] 10. Equipment shell: Made of high-strength engineering plastics, pressed by mold, not easy to deform or crack; the front has a sign indicating the tail of the train, a reflective film (during the day) and a flashing light window (at night); it has an independent ID plate.

[0055] The environmental test requirements and normal working environment requirements of the dual-mode tail host provided by the embodiment of the present invention are as follows:

[0056] 1. Environmental test requirements for the tail host.

[0057] The low temperature test is carried out in accordance with 12.2.3 of GB / T 25119-2010. The severe grade of the tail main engine is -20℃, the duration is 2h, and the performance test is carried out. After recovery, the performance test is carried out again at normal room temperature.

[0058] The high temperature test is carried out in accordance with 12.2.4 of GB / T 25119-2010, with a severity level of 55°C and a duration of 2h. Performance testing is also carried out. After recovery, performance testing is carried out again at room temperature.

[0059] The damp heat test is carried out in accordance with 12.2.5 of GB / T 25119-2010, with severity levels of 55°C and 25°C and a test cycle of 2 days.

[0060] The high and low temperature cross-heat test is carried out in accordance with the provisions of 7.2 of GB / T 2423.22-2012, with a holding time of 3 hours and 5 cycles.

[0061] The electromagnetic compatibility radio frequency immunity test is carried out in accordance with 12.2.8.1 of GB / T 25119-2010.

[0062] The free drop test is carried out according to GB / T 2423.8, with a drop height of 1000mm, a drop direction in the positive direction (working direction), and two drops.

[0063] The vibration and shock tests shall be in accordance with the requirements of Class B in 12.2.11 of GB / T 25119-2010.

[0064] The sealing protection test is carried out in accordance with GB 4208-2008, and the sealing protection level is IP53.

[0065] 2. Normal working environment requirements for the tail host

[0066] Atmospheric pressure: 70.1kPa~106kPa (not exceeding 3000m).

[0067] Working environment temperature: -20℃~+55℃.

[0068] Relative humidity: When the temperature remains constant at 30°C, the relative humidity is ≤95%RH.

[0069] Enclosure protection grade: complies with the provisions of GB 4208-2008 and meets the IP53 grade requirements.

[0070] Electromagnetic compatibility: Meet the requirements of 5.2, 5.4 and 5.5 of GB / T 25119-2010.

[0071] Vibration and shock: Meet the requirements of Class B in 12.2.11 of GB / T 25119-2010.

[0072] Figure 2 The application scenarios of the dual-mode tail-of-train host are demonstrated, including the tail-of-train locomotive station (or locomotive integrated wireless communication equipment, this part takes the tail-of-train locomotive station as an example for introduction), the tail-of-train host (that is, the dual-mode tail-of-train host provided by the present invention, hereinafter referred to as the tail-of-train host), the locomotive number confirmation instrument, the tail-of-train host detection station and the monitoring and management server. Figure 2 In the application scenario shown, all devices except the tail host provided by the present invention are existing devices, specifically:

[0073] 1. The locomotive console at the end of the train. It is installed in the cab at the front of the train and used in conjunction with the main engine at the end of the train. It can display the wind pressure value at the rear of the train and perform command operations on the main engine at the end of the train.

[0074] 2. The test bench of the tail host is used to test the tail host and calibrate the wind pressure value, time and other parameters of the tail host.

[0075] 3. Confirmation of locomotive number. The portable handheld device is designed with functions for inputting and checking locomotive numbers, establishing the connection between the locomotive and the host at the end of the train, checking the wind pressure of the host at the end of the train, querying network status and parameters, monitoring the operation information at the end of the train, and making calls using the wireless train modulation frequency.

[0076] 4. Monitoring and management server. The host at the end of the train directly sends the equipment status data and wind pressure business data to the ground monitoring and management center server through its own LTE unit through the LTE network. The locomotive at the end of the train forwards the monitoring data to the ground monitoring and management center server through the CIR-L device, thereby realizing real-time status monitoring of both by the monitoring and management server.

[0077] exist Figure 2 In the application scenario shown, the devices work together to achieve the following functions:

[0078] 1. The wind pressure at the rear of the train is queried from the main engine at the rear of the train through the rear locomotive station. The rear locomotive station displays the returned wind pressure value and makes a voice broadcast.

[0079] 2. Control the auxiliary exhaust brake of the main engine at the rear of the train through the locomotive station at the rear of the train.

[0080] 3. Cancel the number through the locomotive at the end of the train.

[0081] 4. When the host computer at the end of the train detects that the train pipe air pressure is lower than the first set value, it automatically sends an alarm message to the locomotive station at the end of the train. The locomotive station at the end of the train displays the air pressure value and gives a voice prompt. After manual confirmation, it sends an alarm confirmation message to the host computer at the end of the train. After receiving the alarm message, the host computer at the end of the train stops sending the alarm message, and the locomotive station at the end of the train stops giving voice prompts.

[0082] 5. When the host at the end of the train detects that the battery power is low (lower than the second set value), it automatically sends an alarm message to the locomotive at the end of the train. The locomotive at the end of the train displays and gives a voice prompt. After manual confirmation, it sends an alarm confirmation message to the host at the end of the train. After receiving the alarm message, the host at the end of the train stops sending the alarm message, and the locomotive at the end of the train stops giving voice prompts.

[0083] 6. After the connection is established, the locomotive at the end of the train and the main engine at the end of the train can perform auxiliary exhaust braking, low battery alarm, and abnormal main air duct pressure alarm.

[0084] 7. After the connection is established, if the error between the clock of the host machine at the end of the train and the clock of the locomotive at the end of the train is greater than the third set value (for example, the third set value is set to 10s), the host machine at the end of the train will automatically calibrate its own clock according to the clock of the locomotive at the end of the train.

[0085] 8. It has a controllable synchronous braking function at the end of the train, and the decompression timing, decompression rate and decompression amount are synchronized with the locomotive braking.

[0086] 9. Test the tail host machine through the tail host machine testing station.

[0087] 10. Input the locomotive number into the host computer at the end of the train through the locomotive number confirmation instrument to establish a connection with the locomotive station at the end of the train.

[0088] 11. Both the locomotive and the main engine at the end of the train have the functions of remote positioning, tracking and monitoring.

[0089] The specific values ​​of the various setting values ​​involved in the above related function introduction can be set by the technicians according to actual needs or experience.

[0090] The following mainly introduces the process of a series of functions to be implemented by the tail host.

[0091] 1. The device performs self-check and starts up.

[0092] After the host at the end of the train is powered on, it will check the status of its own hardware and circuit boards. If an abnormal situation occurs, the abnormal information will be sent to the flash board in the form of code to facilitate the inspection of the working status of the equipment. After the self-check is normal, it will enter the working state. Figure 3 As shown, the power-on self-test process is demonstrated.

[0093] 2. How to establish a connection.

[0094] 1) Establish a connection using 400MHz digital mode.

[0095] After the train tail host is turned on, it sends a (number input) request message once every 20 seconds in 400MHz digital mode. The train tail locomotive station confirms after receiving it. After receiving the 400MHz digital command message, the train tail host makes a judgment. If the information is consistent, it enters the connection state, stores the locomotive number of the train tail locomotive station, and returns the response information of 400MHz digital and LTE-R to the train tail locomotive station. If no response information is received within 8s, it is judged as a connection failure. Figure 4 Figure 2 shows the process of establishing a connection digitally at 400MHz.

[0096] 2) Establish a connection in LTE-R mode.

[0097] First, the host at the end of the train automatically enters the unconnected state when it is powered on, initiates network registration with the LTE-R network, and obtains the local IP address. Figure 5 As shown, the LTE-R network registration process is demonstrated.

[0098] After that, after the locomotive number is input into the rear host through the locomotive number confirmation instrument, a confirmation request is sent to the rear locomotive station every 20 seconds in LTE-R mode, and no confirmation request information is sent in 400MHz digital mode; the rear locomotive station makes a judgment after receiving the confirmation request, and if the information is consistent, it automatically sends a confirmation request in LTE-R mode to the rear host. The rear host makes a judgment after receiving it, and if the information is consistent, it enters the connection state, stores the locomotive number of the rear locomotive station, and returns the input number response information in both 400MHz digital and LTE-R modes to the rear locomotive station; if no response information is received within 8 seconds, it is judged as a connection failure. Figure 6 As shown, the process of establishing a connection in LTE-R mode is shown.

[0099] 3) A method for establishing a connection when an LTE-R network environment is not available.

[0100] After inputting the locomotive number into the tail host through the locomotive number confirmation instrument, press the "wind pressure query" button on the tail locomotive station to send a 400MHz digital wind pressure query command to the tail host (the tail host ID field is filled in as invalid). After receiving the wind pressure information returned by the tail host, the tail locomotive station judges the locomotive number contained in the information. If it is consistent with the local locomotive, it enters the connection state.

[0101] 4) Establish a connection in 400KHz digital mode.

[0102] After the train tail host is turned on, it sends a (input number) request message once every 20 seconds in 400KHz mode. The train tail locomotive station confirms after receiving it. After receiving the 400KHz command message, the train tail host makes a judgment. If the information is consistent, it enters the connection state. If no response message is received within 8s, it is judged that the connection has failed. Figure 7 Figure 2 shows the process of establishing a connection in a 400KHz digital manner.

[0103] It should be noted that the specific values ​​of various information involved in the above introduction are only examples and do not constitute limitations; in actual applications, users can adjust the specific values ​​of corresponding information based on actual conditions or experience.

[0104] 3. Wind pressure query.

[0105] like Figure 8 As shown, the main control unit receives the wind pressure query command information sent by the locomotive at the end of the train. The main control unit collects wind pressure data through the wind pressure sensor, feeds back the wind pressure data as response information to the locomotive at the end of the train, and records it through the recording unit and displays it through the automatic flash unit.

[0106] 4. Auxiliary exhaust brake.

[0107] like Fig. 9 As shown, the main control unit receives the auxiliary exhaust command sent by the locomotive at the end of the train, collects wind pressure data through the wind pressure sensor, controls the exhaust unit to start exhaust after checking the wind pressure data, feeds back the response message of auxiliary exhaust to the locomotive at the end of the train, records it through the recording unit and displays it through the automatic flash unit. When the auxiliary exhaust is completed, the wind pressure alarm information is sent, recorded through the recording unit and displayed through the automatic flash unit.

[0108] In the embodiment of the present invention, the auxiliary exhaust includes two situations: common auxiliary exhaust and emergency auxiliary exhaust. The operations in each situation are as follows:

[0109] 1) Common auxiliary exhaust. Press the tail exhaust key and then the tail confirmation key within 3 seconds. The tail locomotive station sends a common exhaust brake command to the tail main engine. After receiving it, the tail main engine will immediately exhaust, display the exhaust status and return the exhaust response information to the tail locomotive station. After receiving the exhaust response, the tail locomotive station will display it and issue a voice prompt. After the tail main engine completes exhaust, it will automatically send a wind pressure alarm message to the tail locomotive station, and the tail locomotive station will issue a voice prompt.

[0110] 2) Emergency auxiliary exhaust. The driver presses the emergency exhaust button and then the tail confirmation button within 3 seconds. The tail locomotive sends an emergency exhaust brake command to the tail main engine. After receiving it, the tail main engine immediately exhausts the air, displays the exhaust status, and returns the exhaust response information to the tail locomotive. After receiving the exhaust response, the tail locomotive displays it and issues a voice prompt. After the tail main engine completes exhaust, it automatically sends a wind pressure alarm message to the tail locomotive, and the tail locomotive issues a voice prompt.

[0111] 5. Wind pressure alarm.

[0112] like Fig.10 As shown, the main control unit periodically collects wind pressure data through the wind pressure sensor. When the wind pressure data is lower than the first set value, an alarm message is sent through the two-way communication connection, and is recorded by the recording unit and displayed by the self-controlled flash unit. After the tail locomotive station receives the wind pressure alarm message, it displays the wind pressure alarm message and voice prompts the driver to confirm. The driver presses the tail confirmation key to send the alarm confirmation message to the tail host. After the tail host receives the confirmation message, it stops sending the wind pressure alarm message to the tail locomotive station, and the tail locomotive station stops the voice alarm.

[0113] 6. Low battery alarm.

[0114] like Fig.11 As shown, the main control unit monitors the battery power in the dual-mode tail host. When the battery power is lower than the second set value, an alarm message is sent through the two-way communication connection. For example, a voltage alarm message can be sent to the tail locomotive station once every 20 seconds. After receiving the voltage alarm message, the tail locomotive station displays the voltage alarm message and voice prompts the driver to confirm. The driver presses the tail confirmation key to send the voltage alarm confirmation message to the tail host. After receiving the confirmation message, the tail host stops sending the voltage alarm message to the tail locomotive station, and the tail locomotive station stops the voice alarm.

[0115] 7. Release the connection relationship (eliminate the number at the end of the column).

[0116] When the main control unit receives the cancellation command, it controls the dual-mode communication unit to cancel the connection with the external designated device and enter the unconnected state. At the same time, it feeds back a response message waiting for confirmation after the cancellation and clears the locomotive number stored in itself. The locomotive station at the end of the train connected to it displays that the cancellation is successful. Fig.12As shown, the main operations are as follows: When the tail locomotive station is in the connected state, the driver presses the tail cancellation key and then presses the tail confirmation key within 3 seconds, and the tail locomotive station sends a cancellation command to the tail host. After receiving the cancellation command, the tail host sends a cancellation instruction to the tail locomotive station. After the tail locomotive station responds, it cancels the connection relationship and enters the unconnected state, and clears the stored locomotive number. After receiving the cancellation response, the tail locomotive station cancels the connection relationship and enters the unconnected state, gives a voice prompt and clears the stored tail host ID.

[0117] 8. The host at the end of the train is compatible with communication.

[0118] According to the working frequency of the locomotive station at the end of the train or the locomotive integrated wireless communication equipment (CIR) (the head equipment connected to the controllable locomotive station, including the functions of the locomotive station at the end of the train), the locomotive station at the end of the train communicates in a scanning reception mode. LTE-R communication is compatible with the operation of the existing locomotive station or CIR at the end of the train, and the 400MHz communication scans the digital frequency and the analog frequency at the same time to achieve compatibility with the existing locomotive equipment.

[0119] 9. Controllable tail-of-train communication.

[0120] 1. Only the LTE-R communication mode has the controllable tail function. 2. A controllable electromagnetic exhaust valve is used for synchronous braking and auxiliary exhaust. The synchronous braking decompression rate should meet the requirements of the vehicle brake machine of 10-40kPa / s, and the pressure difference of the echo should be less than 5kPa. 3. During synchronous braking, the error of the actual decompression amount at the tail is not greater than 10kPa. 4. Synchronous braking uses the gate target value sent by the wireless reconnection LTE data transmission equipment (DTE-L) as the decompression end value, and the exhaust stops when the brake pipe pressure reaches the gate target value. The control of the controllable tail host decompression does not completely depend on the value of the wind pressure sensor, but also needs to be comprehensively calculated based on the exhaust rate of the tail host. The exhaust rate of the tail host is mainly determined by the exhaust diameter of the electromagnetic valve. The exhaust diameter can be accurately calibrated through the tail host test bench. 5. During emergency braking, the controllable tail exhausts with the current brake pipe pressure reduction of 170kPa as the target value.

[0121] Those skilled in the art can understand that the controllable tail is a derivative version of the tail host, which is mainly different in the exhaust method and wind pressure display. The ordinary tail host needs to press the exhaust button to exhaust, and it is exhausted according to the length of the train (for example, 30 sections), so the exhaust volume of different train lengths will also be different. The controllable tail host is designed for long-distance trains (for example, 200 sections). When the air cylinder of this train is exhausted for braking, the controllable tail host at the rear of the train can exhaust at the same time to play a synchronous braking function (for example, the front air cylinder exhausts 30kpa, and the controllable tail host at the rear of the train also exhausts 30kpa), which is auxiliary exhaust. When the exhaust button is pressed, it is for emergency braking exhaust. After the ordinary tail host needs to query the wind pressure, the tail host will then feedback the wind pressure value, while the controllable tail host can continuously display the changes in wind pressure data in real time.

[0122] The following functions can be realized under controllable tail communication:

[0123] 1. Column tail connection function.

[0124] The number setter sends the master locomotive number to the host at the end of the train. The host at the end of the train sends this information to the CIR through a connection request frame. After the CIR verifies, it establishes a connection between the end of the train and the host and replies with confirmation information. Here, the number setter is equivalent to the function of the locomotive number confirmer, but it is dedicated to the controllable end of the train. When a whole train needs multiple locomotives to start running at the same time, the first locomotive of the train is the master locomotive.

[0125] 2. Data transmission function.

[0126] 1) CIR's emergency exhaust, normal exhaust, wind pressure query and other instructions are transmitted to the host at the end of the train in real time; the host at the end of the train replies with a response.

[0127] 2) The host at the end of the train automatically reports the wind pressure status, battery voltage status and other information to the following CIR.

[0128] 3. Number cancellation function.

[0129] The cancellation function can be realized in two ways: Method 1: CIR sends a cancellation command to the host at the end of the train through the cancellation key. After the cancellation is successful, CIR clears the ID information at the end of the train, and the host at the end of the train clears the main control locomotive number information. Method 2: The host at the end of the train cancels the number by pressing the corresponding button of the number setter, and the cancellation command is forwarded to CIR.

[0130] 4. Life frame.

[0131] 1) The CIR sends a life frame to the last host in the column, and the last host in the column replies with a life frame response to the CIR.

[0132] 2) The CIR is shut down and restarted or the CIR is cleared at the end of the column, and the sending of life frames to the host at the end of the column is stopped.

[0133] 5. Response frame.

[0134] All service command frames between the tail host and CIR must be replied with response frames.

[0135] 6. Hand over the power at the end of the list.

[0136] 1) In the marshaling state, the main train is prohibited from handing over the right at the end of the train, and the CIR handover button is invalid.

[0137] 2) The master car CIR obtains the master and slave car number information from the wireless reconnection LTE communication device. CIR accesses the slave car information of the most recent formation.

[0138] 3) When the main locomotive at the end of the train hands over the right, the locomotive number information of the slave locomotive is sent to the main locomotive at the end of the train through a handover command.

[0139] 4) The locomotive number information of the slave vehicle is added to the heartbeat frame between CIR and the host at the end of the train, and the host at the end of the train stores the locomotive number information of the slave vehicle in real time.

[0140] 5) When the master CIR hands over the right, it sends a handover command to the host at the end of the train, including the locomotive number information of the slave. After receiving the handover command, the host at the end of the train compares it with the locomotive number information of the slave stored in itself, and then replies the comparison result to the master CIR.

[0141] 6) After the main vehicle CIR receives the comparison result, if the comparison is correct, the driver presses the button to confirm and sends a cancellation command (handover and cancellation) to the host at the end of the train. After receiving the cancellation response from the host at the end of the train, the CIR clears the information at the end of the train.

[0142] 7) If the comparison is incorrect, the driver of the main train will confirm and not send any command, and keep the original tail connection status. If you still want to hand over the right at this time, the main train CIR can manually set the locomotive number of the slave train and send a forced handover command. After receiving the forced handover command, the tail host will store the new locomotive number and then reply to the main train CIR with the comparison result.

[0143] 8) After the train tail host receives the new locomotive number and successfully compares it, if it receives the CIR's handover and cancellation command, it replies with a cancellation response and then sends a connection request to the new slave CIR. After the slave receives the connection request from the train tail host, the driver follows the normal train tail confirmation process.

[0144] 9) When a CIR failure occurs at one end and the right to transfer cannot be made at the end of the train, the driver closes the CIR and switches ends to transfer the right.

[0145] Those skilled in the art can understand that there are at least two CIRs in the system, and the right to hand over the tail of the train is to hand over the control of the controllable tail of the train host. That is to say, after the main car CIR executes the locomotive number switching operation, the controllable tail of the train host automatically re-registers with the network using the locomotive number of the ordinary CIR (or the slave car CIR), connects with the ordinary CIR, and then disconnects the main car CIR, so that the slave car CIR has the control of the controllable tail of the train host.

[0146] The above-mentioned tail host provided by the embodiment of the present invention mainly has the following advantages:

[0147] 1) The three communication modes work simultaneously to realize the tail functions such as wind pressure query, auxiliary exhaust brake, wind pressure alarm, voltage alarm, etc., and are compatible with the existing 450MHz tail host.

[0148] 2) Based on the terrain and environmental characteristics of China's railways, research solutions to poor tail-end communication in mountainous areas, tunnels, and other sections to improve the reliability and stability of tail-end communication.

[0149] 3) Information transmission on 400MHz and 400KHz communication platforms can effectively solve the problem of weak field communication in the power section, making the information transmission between the head and tail of the train highly real-time and reliable.

[0150] Technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0151] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A dual-mode tail host, characterized in that: include: Main control unit, dual-mode communication unit, wind pressure sensor, exhaust unit and air duct; Among them: The wind pressure sensor and the exhaust unit are connected to the main air duct of the locomotive through the air duct, and the wind pressure data is collected through the wind pressure sensor according to the instruction from the main control unit, or the wind pressure data is periodically collected through the wind pressure sensor, and the collected wind pressure data is transmitted to the main control unit, and the auxiliary exhaust instruction issued by the main control unit is received; The main control unit establishes a two-way communication connection with the outside world through the dual-mode communication unit by means of radio signals and / or network signals; the main control unit receives instructions issued by the outside world through the two-way communication connection, and feeds back response information after executing the instructions through the main control unit, and the main control unit monitors the status of the dual-mode tail host at all times, and sends an alarm message through the two-way communication connection when an abnormal state occurs; The dual-mode communication unit includes: an LTE-R module and a wireless communication module, the wireless communication module includes: a 400MHz digital channel machine and a 400KHz communication module; the communication modes of the dual-mode communication unit include: a 400MHz digital mode, a 400KHz mode, an LTE-R mode, and a LTE-R+400MHz dual-mode mode; The methods of establishing a connection include: establishing a connection in a 400MHz digital mode, establishing a connection in an LTE-R mode, establishing a connection when an LTE-R network environment is not available, and establishing a connection in a 400KHz digital mode; When establishing a connection in 400MHz digital mode, the tail host sends a request message in 400MHz digital mode after it is turned on, and the tail locomotive station confirms it after receiving it; the tail host makes a judgment after receiving the 400MHz digital command message, and if the information is consistent, it enters the connection state, stores the locomotive number of the tail locomotive station, and returns the response information of 400MHz digital and LTE-R to the tail locomotive station; When establishing a connection in LTE-R mode, the tail host automatically enters the unconnected state when it is turned on, initiates network registration to the LTE-R network, and obtains the local IP address; after that, after inputting the locomotive number to the tail host through the locomotive number confirmation instrument, a confirmation request is sent to the tail locomotive station in LTE-R mode, and no longer sends the 400MHz digital confirmation request information; after receiving the confirmation request, the tail locomotive station makes a judgment, and if the information is consistent, it automatically sends the LTE-R confirmation request to the tail host. After receiving the confirmation request, the tail host makes a judgment, and if the information is consistent, it enters the connected state, stores the locomotive number of the tail locomotive station, and returns the input number response information in both 400MHz digital and LTE-R modes to the tail locomotive station; When establishing a connection without an LTE-R network environment, after inputting the locomotive number to the tail host through the locomotive number confirmation instrument, a 400MHz digital wind pressure query command is sent to the tail host. After receiving the wind pressure information returned by the tail host, the tail locomotive station determines the locomotive number contained in the information. If it is consistent with the local station, the connection state is entered; When establishing a connection in 400KHz digital mode, the host at the end of the train sends a request message in 400KHz mode after it is turned on, and the locomotive at the end of the train confirms it after receiving it; the host at the end of the train makes a judgment after receiving the 400KHz command message, and if the information is consistent, it enters the connection state.

2. A dual-mode tail host according to claim 1, characterized in that: The main control unit receives the instruction sent from the outside through the two-way communication connection, and the main control unit feeds back the response information after executing the instruction, including: When the main control unit receives the wind pressure query instruction, the wind pressure data is collected through the wind pressure sensor and fed back as response information; When the main control unit receives the auxiliary exhaust command, it controls the air pressure sensor and the exhaust unit in the exhaust unit to perform auxiliary exhaust, and feeds back a response message of the auxiliary exhaust. When the auxiliary exhaust is completed, it sends an air pressure alarm message; wherein the auxiliary exhaust includes two situations: common auxiliary exhaust and emergency auxiliary exhaust; When the main control unit receives the command to cancel the number, it controls the dual-mode communication unit to cancel the connection with the external designated device and enter the unconnected state. At the same time, it feeds back a response message waiting for confirmation again after the cancellation and clears the locomotive number stored in itself. The locomotive station at the end of the train connected to the dual-mode host computer displays that the cancellation is successful.

3. A dual-mode tail host according to claim 1, characterized in that: The main control unit monitors the status of the dual-mode column tail host, and when an abnormal state occurs, sends an alarm message through the two-way communication connection, including: The main control unit periodically collects wind pressure data through the wind pressure sensor, and sends an alarm message through the two-way communication connection when the wind pressure data is lower than a first set value; Furthermore, the main control unit monitors the battery power in the dual-mode tail host, and when the battery power is lower than a second set value, sends an alarm message through the two-way communication connection.

4. A dual-mode tail host according to claim 1, characterized in that: The main control unit establishes a two-way communication connection with the outside world through the dual-mode communication unit using radio signals and / or network signals, including: The main control unit establishes a two-way communication connection with the locomotive station at the end of the train and the host detection station at the end of the train by means of radio signals and / or network signals through the dual-mode communication unit, and establishes a two-way communication connection with the locomotive number confirmation instrument by means of radio signals; Among them, the locomotive number is input into the dual-mode tail host through the locomotive number confirmation instrument, so that the dual-mode tail host and the tail locomotive station establish a connection relationship. After the connection relationship is established, if the clock error between the dual-mode tail host and the tail locomotive station exceeds the third set value, the dual-mode tail host automatically calibrates its own clock according to the clock of the tail locomotive station; the dual-mode tail host is detected and calibrated by the tail host detection station.

5. A dual-mode tail host according to claim 1, characterized in that: When the main control unit sends and receives information through the two-way communication connection, a double-layer encryption algorithm is used to process the information to control the integrity and correctness of the information.

6. A dual-mode tail host according to claim 1, characterized in that: The dual-mode tail host also includes: a battery unit, a recording unit, a mounting unit, an automatic flash unit, and a multi-mode antenna; wherein: The battery unit is connected to the main control unit and is used to provide power to various parts of the dual-mode tail host; The recording unit is connected to the main control unit and is used to record various information generated during the operation of the dual-mode tail host; The attachment unit is used to fix the dual-mode train tail host at the rear of the train; The self-controlled flash unit is connected to the main control unit and is used to display the information generated during the operation of the dual-mode column tail host; The multi-mode antenna is used to enhance radio signals and network signals.

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