A rail transit vehicle-to-ground signal communication system and debugging method

Abstract

The present invention provides a rail transit vehicle-ground signal communication system, comprising: an integrated vehicle, one end of which is connected to a vehicle-mounted controller, and the other end of which includes a first interface and a second interface; a first communication line, one end of which is connected to the first interface of the integrated vehicle; a second communication line, one end of which is connected to the second interface of the integrated vehicle; two redundant protocol devices, each of which includes a first redundant protocol interface and a second redundant protocol interface, which are respectively connected to the first communication line and the second communication line, so that the first redundant protocol device and the second redundant protocol device are redundant with each other; a ground signal ring network, which is respectively connected to the first redundant protocol device and the second redundant protocol device, and the other end is connected to a regional controller; wherein the first communication line and the second communication line adopt wireless networks of different standards to enhance anti-interference; and at the same time, line backup is achieved through redundant deployment.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit, and in particular relates to a rail transit vehicle-ground signal communication system and a debugging method. Background Art

[0002] In the current rail transit vehicle-ground communication, the mainstream communication method to improve reliability is to adopt AB network redundancy. During the communication process, the vehicle-ground signal equipment sends two signals, and as long as one signal reaches the destination, it is sufficient. This has indeed improved the reliability of vehicle-ground signal communication to a certain extent.

[0003] This solution has certain risks. First, in the currently implemented solutions, most of the AB networks are of the same standard, mainly using LTE or Wifi. When the AB networks use the LTE solution at the same time, when the clocks of the base stations in the entire network lose synchronization, the AB networks will cause serious interference with each other. The uplink and downlink of the same network will also cause serious interference due to time desynchronization, resulting in the possibility of simultaneous failure of communication between the two networks, causing emergency braking of the vehicle. On the other hand, the AB network frequency bands are close, and they are easily interfered by external wireless signals at the same time, causing simultaneous failure of vehicle-to-ground communication.

[0004] When both networks A and B use Wifi technology, the risks also exist. First, the wireless frequency band of Wifi is a public frequency band, and the probability of interference is relatively high. Secondly, the frequencies of networks A and B are relatively close, and there is a possibility of failure due to interference. Summary of the invention

[0005] The purpose of the present invention is to provide a rail transit vehicle-to-ground signal communication system and a debugging method in order to overcome the defects of the above-mentioned prior art.

[0006] To achieve the above-mentioned purpose, the present invention provides a rail transit vehicle-to-ground signal communication system, wherein the on-board controller of the train is connected to the ground regional controller through the A network and the B network, and the rail transit vehicle-to-ground signal communication system is arranged on any single network of the A network or the B network, and comprises: an integrated vehicle, one end of which is connected to the on-board controller, and the other end comprises a first interface and a second interface; a first communication line, one end of which is connected to the first interface of the integrated vehicle; a second communication line, one end of which is connected to the second interface of the integrated vehicle; two redundant protocol devices, including a first redundant protocol device and a second redundant protocol device; each of the redundant protocol devices comprises a first redundant protocol interface and a second redundant protocol interface, which are respectively connected to the first communication line and the second communication line, so that the first redundant protocol device and the second redundant protocol device are mutually redundant; a ground signal ring network, one end of which is connected to the first redundant protocol device and the second redundant protocol device through a first master node and a second master node respectively, and the other end is connected to the regional controller; wherein the first communication line and the second communication line adopt wireless networks of different standards to enhance anti-interference.

[0007] Preferably, redundant protocols are deployed on the first communication line and the second communication line respectively.

[0008] Preferably, the first communication line and the second communication line use wireless networks of different standards including an LTE network and a WiFi network; wherein the WiFi network includes a layer 2 network or a layer 3 network, and the LTE network is a layer 3 network.

[0009] Preferably, when an LTE network or a three-layer WiFi network is used as a communication line, a second-layer tunnel technology is simultaneously used to construct a second-layer network on the LTE network or the three-layer WiFi network to deploy a redundant protocol.

[0010] Preferably, when the second-layer tunnel technology is deployed in an LTE network or a three-layer WiFi network, the first communication line includes two tunnel endpoint devices, namely a first tunnel endpoint device and a second tunnel endpoint device, to ensure that each single network in each train establishes a first tunnel communication line and a second tunnel communication line with the two tunnel endpoint devices, respectively.

[0011] Preferably, the first tunnel endpoint device is connected to the first redundant protocol device, and the second tunnel endpoint device is connected to the second redundant protocol device, so as to form redundant communication lines between the vehicle and the ground.

[0012] Preferably, when the first communication line adopts the LTE network, it also includes: an LTE core network, one end of which is connected to the first tunnel communication line and the second tunnel communication line respectively, and the other end is connected to the integrated vehicle to form two redundant backup communication lines.

[0013] Preferably, when the first communication line adopts a three-layer WiFi network, it also includes: a WiFi wireless access node, which is respectively connected to the first tunnel communication line and the second tunnel communication line, and the other end is connected to the integrated vehicle to form two redundant backup communication lines.

[0014] Preferably, the first tunnel communication line includes at least one first layer 2 routing device and at least one first layer 3 routing device; the second tunnel communication line includes at least one second layer 2 routing device and at least one second layer 3 routing device; wherein the first layer 2 routing device and the second layer 2 routing device in the first tunnel communication line and the second tunnel communication line are communicatively connected to form mutually backed-up communication lines.

[0015] Preferably, each of the layer 2 routing device and the layer 3 routing device is deployed with a device-level redundancy protocol to ensure redundant backup on the communication line.

[0016] Preferably, the ground signal ring network also includes a third routing device, which is connected to the first main node and the second main node in a ring shape to form a ground signal ring network; the ground signal ring network is connected to the regional controller through the third routing device to connect the ground signal ring network to the vehicle-to-ground signal communication system between the regional controller and the vehicle-mounted controller.

[0017] Preferably, the first master node and the second master node in the ground signal ring network respectively deploy device-level redundancy protocols.

[0018] Preferably, a ring network redundancy protocol is deployed between the first main node and the second main node in the ground signal ring network and the first redundant protocol device and the second redundant protocol device to ensure that the first communication line and the second communication line between the train and the ground back up each other.

[0019] Preferably, a redundant protocol and a layer 2 tunnel protocol are deployed on the integrated vehicle, so that a single integrated vehicle-mounted device on the vehicle meets the requirements of the rail transit vehicle-ground signal system.

[0020] A method for debugging rail transit vehicle-ground signal communication is implemented based on the above-mentioned rail transit vehicle-ground signal communication system, and includes the following steps: step S1, connecting each device in the rail transit vehicle-ground signal communication system in sequence to ensure that the physical connection is normal; step S2, debugging the wireless communication line to ensure that the integrated vehicle is normally connected to the first communication line and the second communication line; step S3, debugging the routing device in the first communication line or the second communication line, and verifying that the second-layer routing device or the third-layer routing device of the adjacent node is normal; step S4, configuring the corresponding redundant protocol for each device in the rail transit vehicle-ground signal communication system, and testing the redundant effect.

[0021] Preferably, the configuration of corresponding redundant protocols for each device in the rail transit vehicle-to-ground signal communication system in step S4 includes the following steps: step S401, configuring the device-level redundant protocols of the ground signal loop, the second-layer routing device, and the third-layer routing device; step S402, configuring the tunnel redundant protocols integrated with the vehicle-mounted device and the first tunnel endpoint device and the second tunnel endpoint device, the first redundant protocol device and the second redundant protocol device, and testing the redundant effect; step S403, configuring the network redundancy protocol between the first master node and the second master node of the ground signal loop and the first redundant protocol device and the second redundant protocol device on the ground.

[0022] Preferably, the test redundancy effect described in step S4 includes the following steps: step S4a, after step S1 completes the connection of various devices in the rail transit vehicle-to-ground signal communication system, the regional controller and the vehicle controller send ping commands to each other through the first communication line or the second communication line to ensure that the communication line communicates normally; step S4b, unplug the second communication line connected to the second interface of the integrated vehicle from the second interface to test the redundancy effect of the first communication line; step S4c, turn off any three-layer routing device in the tunnel communication line, wait for a period of time, and then turn on the three-layer routing device, and the communication of the first communication line is not affected; step S4d, plug and unplug the tunnel communication line The communication of the first communication line 201 is not affected by the connection of any three-layer routing device in the first communication line 201; step S4e, turn off any redundant protocol device on the ground, wait for a period of time, and then turn on the redundant protocol device, the vehicle-to-ground signal communication is not affected; step S4f, plug and unplug the connection of any redundant protocol device on the ground, the vehicle-to-ground signal communication is not affected; step S4g, turn off any main node in the ground signal ring network, wait for a period of time, and then turn on the node, the vehicle-to-ground signal communication is not affected; unplug the first communication line connected to the first interface 101 of the integrated vehicle 1 from the first interface, and repeat steps S4c to S4g to test the redundancy effect of the second communication line.

[0023] In summary, compared with the prior art, the rail transit vehicle-to-ground signal communication system and debugging method provided by the present invention have the following beneficial effects:

[0024] 1. For each single network (network A or network B), different wireless technologies are deployed at the same time, which greatly enhances the anti-interference ability; at the same time, redundant protocols are adopted to make the first communication line and the second communication line serve as backup for each other, thereby increasing the robustness of vehicle-to-ground communication;

[0025] 2. The redundant protocol end equipment deployed on the ground and the second-layer tunnel end equipment are two backups for each other, and the failure of any end equipment will not affect communication. Since these two types of end equipment are connected to all trains running on the line, line backup is achieved through redundant deployment;

[0026] 3. Two routing devices are deployed on each of the first tunnel communication line and the second tunnel communication line to back up each other, ensuring that any failed network will switch to the backup communication line. At the same time, the devices on the first tunnel communication line and the second tunnel communication line have a linkage mechanism to ensure that if any node on the first tunnel communication line fails, the communication line will switch to the second tunnel communication line;

[0027] 4. The first and second master nodes of the ground signal ring network are deployed with two nodes as backup for each other. The failure of any one node will not affect communication. Since the master node is the hub of the network, it is very important to have redundant backup for the master node.

[0028] 5. Innovative use of ring network redundancy protocol to eliminate Layer 2 loops. Since there are two Layer 2 communication lines from the integrated vehicle to the ground area controller, loops can be eliminated while ensuring that the two communication lines back up each other;

[0029] 6. Each integrated vehicle has two communication lines and two redundant protocol devices established with the ground, one as the primary and one as the backup. The communication line switching will be linked with the ring network of the ground redundant protocol device, that is, when the communication line needs to be switched, the ground redundant protocol device will be started to make corresponding switching to ensure end-to-end switching from the integrated vehicle to the ground redundant protocol device. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 A simplified logic block diagram of the rail transit vehicle-to-ground signal communication system of the present invention;

[0031] Figure 2 It is a specific implementation block diagram of the rail transit vehicle-to-ground signal communication system of the present invention;

[0032] Figure 3 It is a flow chart of the rail transit vehicle-to-ground signal communication debugging method of the present invention;

[0033] Figure 4 This is a test verification flow chart of the rail transit vehicle-to-ground signal communication debugging method of the present invention. DETAILED DESCRIPTION

[0034] The following will be combined with the attached embodiment of the present invention Figure 1 ~Attached Figure 4 , the technical solutions, structural features, objectives achieved and effects in the embodiments of the present invention are described in detail.

[0035] It should be noted that, in the present invention, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only the elements explicitly listed, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0036] The train's onboard controller (CC) is connected to the ground zone controller (ZC) through an AB-type red-blue dual-network redundant architecture, that is, CC is connected to ZC through both network A and network B, and network A and network B are mutually redundant. The present invention provides a rail transit vehicle-ground signal communication system, which is set on either network A or network B, such as Figure 1 As shown, it includes: an integrated vehicle 100, one end of which is connected to the vehicle controller 1, and the other end includes a first interface 101 (A port) and a second interface 102 (B port); a first communication line 201, one end of which is connected to the first interface 101 of the integrated vehicle 1; a second communication line 202, one end of which is connected to the second interface 102 of the integrated vehicle 1; two CRP devices (redundant protocol devices), including a first CRP device 301 and a second CRP device 302; each of the CRP devices includes a first CRP interface (A port) ) and a second CRP interface (B port), which are respectively connected to the first communication line 201 and the second communication line 202, so that the first CRP device 301 and the second CRP device 302 are redundant with each other; a ground signal ring network 4, one end of which is connected to the first CRP device 301 and the second CRP device 302 respectively through the first master node 401 and the second master node 402, and the other end is connected to the regional controller 2; wherein the first communication line 201 and the second communication line 202 adopt wireless networks of different standards to enhance anti-interference.

[0037] Among them, under normal circumstances, there are four wireless communication lines built between the train and the ground (between the train and the ground), which are the first communication line and the second communication line in the A network and the first communication line and the second communication line in the B network. Specifically, in this embodiment, the four wireless communication lines in the A network and the B network are LTE-A, LTE-B, WiFi-A and WiFi-B, where LTE (Long Term Evolution) and WiFi (wireless network communication technology) represent two wireless networks of different standards, and the suffixes "-A" and "-B" respectively indicate that they are in the A network or the B network. Figure 1 The rail transit vehicle-ground signal communication system provided by the present invention is shown by taking LTE-A and WiFi-A in network A as examples. It should be noted that the WiFi network can be deployed as a two-layer network or a three-layer network. Generally, it is deployed as a two-layer network; the LTE network is a three-layer network.

[0038] Furthermore, in order to realize redundant communication between each train and the ground when in a single network, the present invention deploys CRP protocol (redundancy protocol) on the first communication line 201 and the second communication line 202 respectively. Since the CRP protocol can only be deployed on a layer 2 network, for lines using an LTE network (or a layer 3 WiFi network), a layer 2 tunnel technology needs to be used to build a layer 2 network on the LTE network (or a layer 3 WiFi network) in order to deploy the CRP protocol. Of course, for a layer 2 WiFi network, there is no need to use a layer 2 tunnel technology, and the CRP protocol can be deployed on a layer 2 WiFi network.

[0039] Among them, when deploying the Layer 2 tunnel technology on the LTE network (or Layer 3 WiFi network), such as Figure 2 As shown, the first communication line 201 includes two tunnel endpoint devices, namely the first tunnel endpoint device 211 and the second tunnel endpoint device 212, to ensure that each single network (i.e., network A or network B) in each train establishes a tunnel communication line (i.e., the first tunnel communication line 213 and the second tunnel communication line 214) with the two tunnel endpoint devices respectively, to ensure that when the first tunnel communication line 213 corresponding to the first tunnel endpoint device 211 fails, the second tunnel communication line 214 corresponding to the second tunnel endpoint device 212 can work normally, thereby ensuring redundant backup of the train-ground signal.

[0040] It should be noted that if Figure 2 As shown, the first tunnel endpoint device 211 is connected to the first CRP device 301, and the second tunnel endpoint device 212 is connected to the second CRP device 302, forming redundant communication lines between the train and the ground, ensuring that when each train is in a single network state, there is redundant backup for the connection between the train and the CRP device endpoint on the ground. For example, the ground is connected to the train through the first tunnel communication line 213 connected to the first CRP device 301 and the first tunnel endpoint device 211. If the communication 213 of the first tunnel communication line is interrupted, the ground can be connected to the train through the second tunnel communication line 214 connected to the second CRP device 302, further improving the stability and reliability of the signal communication between the train and the ground.

[0041] In the specific block diagram of this embodiment, Figure 2As shown, the first communication line 201 adopts an LTE-A network, which includes: a first tunnel endpoint device 211 and a second tunnel endpoint device 212, which are respectively connected to the first tunnel communication line 213 and the second tunnel communication line 214; an LTE-A core network 215, one end of which is respectively connected to the first tunnel communication line 213 and the second tunnel communication line 214, and the other end is connected to the integrated vehicle 100, forming two redundant backup communication lines; wherein the first tunnel communication line 213 includes at least one first layer 2 routing device 213a and at least one The first three-layer routing device 213b; similarly, the second tunnel communication line 214 includes at least one second two-layer routing device 214a and at least one second three-layer routing device 214b; (in this embodiment, the first tunnel communication line 213 and the second tunnel communication line 214 respectively include a two-layer routing device and a three-layer routing device), wherein the first two-layer routing device 213a and the second two-layer routing device 214a in the first tunnel communication line 213 and the second tunnel communication line 214 are connected to form a communication line that backs up each other. Specifically, if the communication of the first three-layer routing device 213b in the first tunnel communication line 213 is interrupted, the communication signal sent by the train can be transmitted from the first two-layer routing device 213a to the second two-layer routing device 214a through the communication line between the first two-layer routing device 213a and the second two-layer routing device 214a, and then transmitted to the second CRP device 302 through the second three-layer routing device 214b, so as to realize mutual backup of the tunnel communication lines. In practical applications, a switch or a router may be selected as the layer 2 routing device and the layer 3 routing device.

[0042] Similarly, the second communication line 202 adopts a three-layer WiFi network, which includes: a third tunnel endpoint device and a fourth tunnel endpoint device, which are respectively connected to the third tunnel communication line and the fourth tunnel communication line; a WiFi wireless access node (AP, Access Point, equivalent to the LTE core network in the LTE network), one end of which is respectively connected to the third tunnel communication line and the fourth tunnel communication line, and the other end is connected to the integrated vehicle 100, forming two redundant backup communication lines. It should be noted that the composition of the third tunnel communication line and the fourth tunnel communication line is the same as that of the first tunnel communication line 213 and the second tunnel communication line 214.

[0043] Furthermore, in the LTE (or WiFi) network, in order to ensure redundant backup of the entire communication line from the LTE core network 215 (or WiFi wireless access node) to the ground signal ring network 4, each routing device (including a layer 2 routing device and a layer 3 routing device) is deployed with a device-level redundancy protocol. In this embodiment, each of the routing devices performs device-level backup through the VRRP protocol (Virtual Routing Redundancy Protocol), which ensures that the failure of any routing device will not affect the connectivity of the communication line of the single network.

[0044] Similarly, in order to further ensure the redundant backup of the ground signal ring network 4, the first master node 401 and the second master node 402 in the ground signal ring network 4 are respectively deployed with a device-level redundancy protocol, so that the ground signal ring network 4 will not affect the communication of the vehicle-ground signal due to the failure of any master node. Further, the first master node 401 and the second master node 402 in the ground signal ring network 4 are also deployed with the first CRP device 301 and the second CRP device 302 to ensure that the first communication line 201 and the second communication line 202 between the train and the ground are backed up with each other, that is, two communication tunnel lines with one main and one backup are formed, which can effectively avoid the second-layer network from forming a ring to form a broadcast storm, resulting in the interruption of signal communication between the vehicle and the ground. The ground signal ring network 4 also includes a third routing device 403, which is connected to the first master node 401 and the second master node 402 in a ring to form a ground signal ring network 4; the ground signal ring network 4 is connected to the regional controller 2 through the third routing device 403, and the ground signal ring network 4 is connected to the vehicle-ground signal communication system between the regional controller 2 and the vehicle-mounted controller 1.

[0045] The CRP protocol and the layer 2 tunnel protocol are deployed on the integrated vehicle 100 to ensure that a single integrated vehicle-mounted device on the vehicle meets the requirements of the rail transit vehicle-ground signal system and saves installation space.

[0046] Implement the debugging method of the rail transit vehicle-to-ground signal communication system provided by the present invention, such as Figure 3 As shown, the following steps are included:

[0047] Step S1, connect various devices in the rail transit vehicle-to-ground signal communication system in sequence to ensure that the physical connection is normal;

[0048] Step S2, debugging the wireless communication line to ensure that the integrated vehicle 100 can normally access the first communication line 201 and the second communication line 202;

[0049] Step S3, debugging the routing device in the first communication line 201 or the second communication line 202, and verifying that the layer 2 routing device or the layer 3 routing device of the adjacent node is normal;

[0050] Step S4: configure corresponding redundancy protocols for each device in the rail transit vehicle-ground signal communication system, and test the redundancy effect.

[0051] Specifically, the connection relationship between the various devices in the rail transit vehicle-to-ground signal communication system described in step S1 is as follows: Figure 2 As shown, one end of the integrated vehicle 100 is connected to the vehicle controller 1, and the other end includes a first interface 101 (i.e., port A) and a second interface 102 (i.e., port B); the LTE-A core network 215 is connected to port A, and the wireless access node of WiFi-A is connected to port B; in this embodiment, the LTE-A network is taken as an example, and the LTE-A core network 215 is connected to the first layer 2 routing device 213a and the first layer 3 routing device 213b in the first tunnel communication line 213 and the second layer 2 routing device 214a and the second layer 3 routing device 214b in the second tunnel communication line 214 respectively in sequence; the first layer 3 routing device 213b and the second layer 3 routing device 213b are connected to the first layer 2 routing device 213a and the second layer 3 routing device 213b in the second tunnel communication line 214 respectively in sequence; Device 214b is connected to the first tunnel endpoint device 211 and the second tunnel endpoint device 212 respectively to form a first communication line 201; the first tunnel endpoint device 211 and the second tunnel endpoint device 212 are connected to the first CRP device 301 and the second CRP device 302 respectively, so that the first tunnel communication line 213 and the second tunnel communication line 214 are backed up for each other; the first CRP device 301 and the second CRP device 302 are further connected to the first master node 401 and the second master node 402 in the ground signal ring network 4; the ground signal ring network 4 is finally connected to the regional controller 2 to form a vehicle-to-ground signal communication system with redundant backup.

[0052] Furthermore, the debugging of the wireless communication line described in step S2 is performed by sending an adjustment signal to the LTE core network 215 or the WiFi wireless access node. If the feedback signal of the LTE core network 215 or the WiFi wireless access node is normal, it means that the integrated vehicle 100 has been normally connected to the first communication line 201 and the second communication line 202.

[0053] Wherein, the corresponding redundant protocol is configured for each device in the rail transit vehicle-to-ground signal communication system in step S4, such as Figure 3 As shown, the following steps are included:

[0054] Step S401, configuring the device-level redundancy protocol of the ground signal loop 4, the layer 2 routing device, and the layer 3 routing device;

[0055] Step S402, configuring the tunnel redundancy protocol of the integrated vehicle 100, the first tunnel endpoint device 211, the second tunnel endpoint device 212, the first CRP device 301 and the second CRP device 302, and testing the redundancy effect;

[0056] Step S403 : configuring a network redundancy protocol between the first master node 401 and the second master node 402 of the ground signal loop 4 and the first CRP device 301 and the second CRP device 302 on the ground.

[0057] Further, such as Figure 4 As shown, the test redundancy effect described in step S4, taking the test redundancy effect of the LTE network line as an example, includes the following steps:

[0058] After the various devices in the rail transit vehicle-ground signal communication system are connected in step S4a and step S1, the regional controller and the vehicle controller send ping commands to each other through the first communication line 201 or the second communication line 202 to ensure that the communication line is communicating normally;

[0059] Step S4b, unplugging the second communication line 202 connected to the second interface 102 of the integrated vehicle 1 from the second interface 102, so as to test the redundancy effect of the first communication line 201 (ie, the LTE network line);

[0060] Step S4c: shut down any layer 3 routing device in the tunnel communication line, wait for a period of time, and then turn on the layer 3 routing device, and the communication of the first communication line 201 is not affected;

[0061] Step S4d, plugging or unplugging the connection of any layer 3 routing device in the tunnel communication line, the communication of the first communication line 201 is not affected;

[0062] Step S4e: turn off any CRP device on the ground, wait for a period of time, and then turn on the CRP device, and the vehicle-ground signal communication is not affected;

[0063] Step S4f, plugging or unplugging the connection of any CRP device on the ground, the vehicle-ground signal communication is not affected;

[0064] Step S4g, close any master node in the ground signal ring network 4, wait for a period of time, and then open the node, and the vehicle-ground signal communication will not be affected.

[0065] To test the redundancy effect of the WiFi network line, repeat steps S4b to S4g. Only the line to be plugged in and out in step S4b needs to be changed, that is, the first communication line 201 connected to the first interface 101 of the integrated vehicle 1 is unplugged from the first interface 101 to test the redundancy effect of the second communication line 202 (i.e., the WiFi network line).

[0066] In summary, compared with the prior art, the rail transit vehicle-to-ground signal communication system and debugging method provided by the present invention greatly enhances the anti-interference capability by simultaneously deploying wireless technologies of different standards on each single network (network A or network B); and by respectively deploying redundant protocols on the first communication line and the second communication line, the first communication line and the second communication line serve as backup for each other, thereby increasing the robustness of the vehicle-to-ground communication; at the same time, a device-level redundant protocol is deployed on each device in the vehicle-to-ground signal communication system, thereby ensuring that any failed network will switch to the backup line, thereby realizing redundant backup of the vehicle-to-ground communication.

[0067] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. A rail transit vehicle-to-ground signal communication system, wherein a train-mounted controller (1) is connected to a ground regional controller (2) via a network A and a network B, and the rail transit vehicle-to-ground signal communication system is arranged on either a single network A or a single network B, and is characterized in that: include: An integrated vehicle (100), one end of which is connected to the vehicle controller (1), and the other end of which comprises a first interface (101) and a second interface (102); A first communication line (201), one end of which is connected to a first interface (101) of the integrated vehicle (1); a second communication line (202), one end of which is connected to a second interface (102) of the integrated vehicle (1); Two redundant protocol devices, including a first redundant protocol device (301) and a second redundant protocol device (302); each of the redundant protocol devices includes a first redundant protocol interface and a second redundant protocol interface, which are respectively connected to the first communication line (201) and the second communication line (202), so that the first redundant protocol device (301) and the second redundant protocol device (302) are mutually redundant; A ground signal ring network (4), one end of which is connected to the first redundant protocol device (301) and the second redundant protocol device (302) through the first master node (401) and the second master node (402) respectively, and the other end of which is connected to the regional controller (2); The first communication line (201) and the second communication line (202) use wireless networks of different standards to enhance anti-interference.

2. The rail transit vehicle-to-ground signal communication system according to claim 1, characterized in that: Redundancy protocols are respectively deployed on the first communication line (201) and the second communication line (202).

3. The rail transit vehicle-to-ground signal communication system according to claim 2, characterized in that: The first communication line (201) and the second communication line (202) use wireless networks of different standards including an LTE network and a WiFi network; wherein the WiFi network includes a layer 2 network or a layer 3 network, and the LTE network is a layer 3 network.

4. The rail transit vehicle-to-ground signal communication system according to claim 3, characterized in that: When an LTE network or a three-layer WiFi network is used as a communication line, a second-layer tunnel technology is simultaneously used to build a second-layer network on the LTE network or the three-layer WiFi network to deploy a redundant protocol.

5. The rail transit vehicle-to-ground signal communication system according to claim 4, characterized in that: When the layer 2 tunnel technology is deployed in an LTE network or a layer 3 WiFi network, the first communication line (201) includes two tunnel endpoint devices, namely a first tunnel endpoint device (211) and a second tunnel endpoint device (212), so as to ensure that each single network in each train establishes a first tunnel communication line (213) and a second tunnel communication line (214) with the two tunnel endpoint devices respectively.

6. The rail transit vehicle-to-ground signal communication system according to claim 5, characterized in that: The first tunnel endpoint device (211) is connected to the first redundant protocol device (301), and the second tunnel endpoint device (212) is connected to the second redundant protocol device (302), forming a redundant communication line between the vehicle and the ground.

7. The rail transit vehicle-to-ground signal communication system according to claim 5, characterized in that: When the first communication line (201) or the second communication line (202) adopts an LTE network, it also includes: an LTE core network (215), one end of which is connected to the first tunnel communication line (213) and the second tunnel communication line (214) respectively, and the other end is connected to the integrated vehicle (100), so as to form two redundant backup communication lines.

8. The rail transit vehicle-to-ground signal communication system according to claim 5, characterized in that: When the first communication line (201) or the second communication line (202) adopts a three-layer WiFi network, it also includes: a WiFi wireless access node, which is respectively connected to the first tunnel communication line (213) and the second tunnel communication line (214), and the other end is connected to the integrated vehicle (100), so as to form two redundant backup communication lines.

9. The rail transit vehicle-to-ground signal communication system according to claim 7 or 8, characterized in that: The first tunnel communication line (213) includes at least one first layer 2 routing device (213a) and at least one first layer 3 routing device (213b); the second tunnel communication line (214) includes at least one second layer 2 routing device (214a) and at least one second layer 3 routing device (214b); wherein the first layer 2 routing device (213a) and the second layer 2 routing device (214a) in the first tunnel communication line (213) and the second tunnel communication line (214) are communicatively connected to form mutually backed-up communication lines.

10. The rail transit vehicle-to-ground signal communication system according to claim 9, characterized in that: Each of the layer 2 routing device and the layer 3 routing device is deployed with a device-level redundancy protocol to ensure redundant backup on the communication line.

11. The rail transit vehicle-to-ground signal communication system according to claim 1, characterized in that: The ground signal ring network (4) further comprises a third routing device (403), wherein the third routing device (403) is connected in a ring with the first master node (401) and the second master node (402) to form a ground signal ring network (4); the ground signal ring network (4) is connected to the regional controller (2) through the third routing device (403), and the ground signal ring network (4) is connected to the vehicle-to-ground signal communication system between the regional controller (2) and the vehicle-mounted controller (1).

12. The rail transit vehicle-to-ground signal communication system according to claim 1, characterized in that: The first master node (401) and the second master node (402) in the ground signal ring network (4) respectively deploy device-level redundancy protocols.

13. The rail transit vehicle-to-ground signal communication system according to claim 1, characterized in that: A ring network redundancy protocol is deployed between the first master node (401) and the second master node (402) in the ground signal ring network (4) and the first redundant protocol device (301) and the second redundant protocol device (302), thereby ensuring that the first communication line (201) and the second communication line (202) between the train and the ground are backed up for each other.

14. The rail transit vehicle-to-ground signal communication system according to claim 1, characterized in that: The integrated vehicle-mounted device (100) is deployed with a redundant protocol and a layer 2 tunnel protocol, so that a single integrated vehicle-mounted device (100) on the vehicle meets the requirements of the vehicle-ground signal system of rail transit.

15. A method for debugging rail transit vehicle-to-ground signal communication, implemented based on the rail transit vehicle-to-ground signal communication system according to any one of claims 1 to 14, characterized in that: The steps include: Step S1, connect various devices in the rail transit vehicle-to-ground signal communication system in sequence to ensure that the physical connection is normal; Step S2, debugging the wireless communication line to ensure that the integrated vehicle (100) is normally connected to the first communication line (201) and the second communication line (202); Step S3, debugging the routing device in the first communication line (201) or the second communication line (202), and verifying that the layer 2 routing device or the layer 3 routing device of the adjacent node is normal; Step S4: configure corresponding redundancy protocols for each device in the rail transit vehicle-ground signal communication system, and test the redundancy effect.

16. The rail transit vehicle-to-ground signal communication debugging method according to claim 15, characterized in that: The step S4 of configuring corresponding redundant protocols for each device in the rail transit vehicle-to-ground signal communication system comprises the following steps: Step S401, configuring the device-level redundancy protocol of the ground signal loop (4), the layer 2 routing device and the layer 3 routing device; Step S402, configuring the tunnel redundancy protocol of the integrated vehicle (100) and the first tunnel endpoint device (211) and the second tunnel endpoint device (212), the first redundant protocol device (301) and the second redundant protocol device (302), and testing the redundancy effect; Step S403: configure the network redundancy protocol between the first master node (401) and the second master node (402) of the ground signal loop (4) and the first redundant protocol device (301) and the second redundant protocol device (302) of the ground.

17. The rail transit vehicle-to-ground signal communication debugging method according to claim 16, characterized in that: The test redundancy effect described in step S4 includes the following steps: After the connection of various devices in the rail transit vehicle-ground signal communication system is completed in step S4a and step S1, the regional controller and the vehicle controller send ping commands to each other through the first communication line (201) or the second communication line (202) to ensure that the communication line is communicating normally; Step S4b, unplugging the second communication line (202) connected to the second interface (102) of the integrated vehicle (1) from the second interface (102) to test the redundancy effect of the first communication line (201); Step S4c, shut down any layer 3 routing device in the tunnel communication line, wait for a period of time, and then turn on the layer 3 routing device, and the communication of the first communication line (201) is not affected; Step S4d, plugging or unplugging the connection of any layer 3 routing device in the tunnel communication line, the communication of the first communication line 201 is not affected; Step S4e, turn off any redundant protocol device on the ground, wait for a period of time, and then turn on the redundant protocol device, and the vehicle-ground signal communication is not affected; Step S4f, plugging or unplugging the connection of any redundant protocol device on the ground, the vehicle-ground signal communication is not affected; Step S4g, close any master node in the ground signal ring network (4), wait for a period of time, and then open the node again, and the vehicle-ground signal communication is not affected; The first communication line (201) connected to the first interface 101 of the integrated vehicle 1 is unplugged from the first interface (101), and steps S4c to S4g are repeatedly performed to test the redundancy effect of the second communication line (202).

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