Train Communication Control Method, Device, Electronic Device and Storage Medium

Abstract

The present invention provides a train communication control method, device, electronic device and storage medium. The method includes: when it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the ATP on the rear side of the front carriage and the mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, controlling the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through a first network; otherwise, controlling both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through a second network; the mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage. The present invention can realize the intelligent and rapid switching of the train communication mode under the condition of flexible formation operation, improve the automation degree and flexibility, and can well meet the requirement of timely switching of the communication mode of the train during the flexible formation operation.

Description

Technical Field

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

[0002] During the operation of a train, head-to-tail communication is required. Especially under the operating conditions of flexible train formation, due to the changes in the mechanical coupling or decoupling states between train carriages, the head-to-tail communication method of the train needs to be adaptively switched.

[0003] However, in the existing flexible train formation operation, it is usually the maintenance personnel or the driver who perform manual coupling or decoupling operations within a specific train section area. After completing the operation, it is necessary to reconfigure the on-vehicle communication data and train data, check the train electrical connection and performance, and then manually restart the train control system and manually switch the head-to-tail communication method of the train before the train can be put back into operation. The whole process takes a long time, has a low degree of automation and low flexibility, and cannot meet the requirement of timely switching of the head-to-tail communication method of the train during the flexible train formation operation. Summary of the Invention

[0004] The present invention provides a train communication control method, device, electronic device and storage medium to solve the defects in the prior art that under the flexible train formation operation conditions, the process of switching the train communication method takes a long time, has a low degree of automation and low flexibility, and cannot meet the requirement of timely switching of the head-to-tail communication method of the train during the flexible train formation operation.

[0005] The present invention provides a train communication control method, including:

[0006] When it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the train automatic protection equipment ATP on the rear side of the front carriage and the mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, controlling the ATP on the front side of the front carriage to communicate with the ATP on the rear side of the rear carriage through a first network; otherwise, controlling both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through a second network;

[0007] The mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage.

[0008] According to the train communication control method provided by the present invention, controlling the ATP on the front side of the front carriage to communicate with the ATP on the rear side of the rear carriage through a first network includes:

[0009] Control the ATP sleep on the rear side of the front carriage, the ATP activation on the front side of the front carriage, the ATP sleep on the front side of the rear carriage, and the ATP activation on the rear side of the rear carriage;

[0010] Establish a first network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to control the communication between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage through the first network.

[0011] According to a train communication control method provided by the present invention, the first network includes an Ethernet Train Backbone (ETB) network; establishing the first network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage includes:

[0012] Control the ATP on the front side of the front carriage to insert first identification information into a first network communication port; and control the ATP on the rear side of the rear carriage to insert the first identification information into a second network communication port; the first network communication port is a common port of the ATP on the front side of the front carriage and the first ETB switch it is connected to in the ETB network, and the second network communication port is a common port of the ATP on the rear side of the rear carriage and the second ETB switch it is connected to in the ETB network;

[0013] Control the first ETB switch to read the first identification information from the first network communication port and send the first identification information to the ATP on the rear side of the rear carriage; and control the second ETB switch to read the first identification information from the second network communication port and send the first identification information to the ATP on the front side of the front carriage to establish an ETB network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage.

[0014] According to a train communication control method provided by the present invention, the method further includes:

[0015] When detecting at least one target signal, control the activation of the ATP on the front side and the rear side of the front carriage; and control the activation of the ATP on the front side and the rear side of the rear carriage; the target signal includes a signal indicating the failure of the communication connection between the front carriage and the rear carriage, or a signal indicating the failure of the mechanical coupling between the front carriage and the rear carriage;

[0016] Establish a second network communication connection between the ATP on the front side and the ATP on the rear side of each carriage to control the communication between the ATP on the front side and the ATP on the rear side of both the front carriage and the rear carriage through the second network.

[0017] A train communication control method provided by the present invention, wherein the second network includes an Ethernet cabling network (ECN network); establishing a second network communication connection between the ATP on the head side and the ATP on the tail side of each carriage includes:

[0018] For any one of the front carriage and the rear carriage, controlling the ATP on the head side of the carriage to insert second identification information into a third network communication port; and controlling the ATP on the tail side of the carriage to insert the second identification information into a fourth network communication port; the third network communication port is a shared port of the ATP on the head side of the carriage and the first ECN switch it is connected to in the ECN network; the fourth network communication port is a shared port of the ATP on the tail side of the carriage and the second ECN switch it is connected to in the ECN network;

[0019] Controlling the first ECN switch to read the second identification information from the third network communication port, and sending the second identification information to the ATP on the tail side of the carriage; and controlling the second ECN switch to read the second identification information from the fourth network communication port, and sending the second identification information to the ATP on the head side of the carriage, so as to establish an ECN network communication connection between the ATP on the head side and the ATP on the tail side of each carriage.

[0020] A train communication control method provided by the present invention, wherein both the ETB network and the ECN network are built with a ring network topology.

[0021] The present invention also provides a train communication control device, including:

[0022] A control module, configured to, when detecting that a communication connection has been established between the front carriage and the rear carriage, and receiving the mechanical coupling signal collected by the ATP on the tail side of the front carriage and the mechanical coupling signal collected by the ATP on the head side of the rear carriage, control the ATP on the head side of the front carriage to communicate with the ATP on the tail side of the rear carriage through a first network; otherwise, control both the front carriage and the rear carriage to communicate between the ATP on the head side and the ATP on the tail side through a second network;

[0023] The mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage. The present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements the train communication control method as described in any one of the above when executing the program.

[0024] The present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the XXXX method as described in any one of the above.

[0025] The present invention also provides a computer program product, including a computer program which, when executed by a processor, implements the train communication control method as described in any one of the above.

[0026] The train communication control method, device, electronic device and storage medium provided by the present invention, by detecting in real time the state change of the coupling or decoupling between the front carriage and the rear carriage, when it is detected that a communication connection has been established between the front carriage and the rear carriage, and a mechanical coupling signal indicating successful coupling with the rear carriage collected by the ATP on the rear side of the front carriage head and a mechanical coupling signal indicating successful coupling with the front carriage collected by the ATP on the front side of the rear carriage head are received, control the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to perform cross-car communication through a first network. Otherwise, control both the front carriage and the rear carriage to perform communication between the ATP on the front side and the ATP on the rear side through a second network, which can timely update the head and tail communication modes of single-unit trains and coupled trains, so as to realize the intelligent and rapid switching of the train communication mode under the condition of flexible formation operation, improve the degree of automation and flexibility, and can well meet the requirement of timely switching of the head and tail communication modes of trains during the flexible formation operation process. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0028] Figure 1 is a flowchart showing the train communication control method provided by the present invention;

[0029] Figure 2 is a schematic diagram showing the head and tail communication network layout of the train communication control method provided by the present invention;

[0030] Figure 3 is a schematic diagram showing the structure of the train communication control device provided by the present invention;

[0031] Figure 4 is a schematic diagram showing the physical structure of the electronic device provided by the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without making creative efforts shall fall within the protection scope of the present invention.

[0033] In the description of the invention, it should be noted that unless otherwise clearly defined and limited, the terms "installed", "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication between the interiors of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] The following Figures 1 - 4 describes the train communication control method, device, electronic device and storage medium of the present invention.

[0035] Figure 1 is a schematic flowchart of the train communication control method provided by the present invention. As Figure 1 shown, it includes: step 110.

[0036] Step 110: When it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the Automatic Train Protection (ATP) on the rear side of the front carriage and the mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, control the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through the first network; otherwise, control both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through the second network;

[0037] The mechanical coupling signal is a signal indicating that the front carriage and the rear carriage are successfully mechanically coupled.

[0038] It should be noted that the train on-board signal system is generally equipped with an ATP subsystem. The ATP subsystem is the core part of the train on-board signal system, and its task is to correctly receive the speed limit command issued by the control system and ensure that the train runs at a speed required by the speed limit command. For each carriage of the train, two sets of on-board ATP devices are installed, that is, one set of on-board ATP device is installed on each of the front side and the rear side of the carriage.

[0039] Specifically, the ATP on the head side of the train described in the embodiments of the present invention refers to the on-vehicle ATP device installed on the head side of the carriage, and the ATP on the tail side refers to the on-vehicle ATP device installed on the tail side of the carriage.

[0040] In the embodiments of the present invention, by detecting the coupler status signal between two carriages in real time, the head and tail communication devices of the train are switched, and the head and tail communication modes of the train are adjusted. Among them, the coupler status signal may include an electrical coupler signal and a mechanical coupler signal. The electrical coupler signal refers to the communication connection signal between the front carriage and the rear carriage, and the mechanical coupler signal refers to the signal indicating that the mechanical coupling between the front carriage and the rear carriage is successful.

[0041] In the embodiments of the present invention, it is first necessary to detect whether a communication connection is established between the front carriage and the rear carriage. After determining that a communication connection is established between the front carriage and the rear carriage, the front carriage and the rear carriage can control one carriage to stop and the other carriage to move through data communication, such as wireless communication. The front carriage can be kept stationary, and the rear carriage can move forward slowly until the head of the rear carriage is mechanically hooked to the tail of the front carriage. During the train coupling process, through the communication between the front carriage and the rear carriage, the distance of the moving carriage can also be detected, and the driving speed of the moving carriage can be regulated to ensure the safe and stable mechanical coupling of the front and rear carriages.

[0042] In the embodiments of the present invention, the coupler status signal of the train, as a safety input signal, can adopt a two-out-of-two design, which is collected by two CPUs simultaneously, and collected according to two normally open and normally closed contacts. Only when the acquisition delay is consistent and the logic is correct can data acquisition be performed. In addition, the on-vehicle ATP devices on the head side and tail side of the front carriage and the rear carriage independently collect the coupler status signal of the train. The ATP on the tail side of the front carriage can collect the coupler status signal of the two carriages, and at the same time, the ATP on the head side of the rear carriage can also collect the coupler status signal.

[0043] Further, in this embodiment, only when the electrical coupler signal and the mechanical coupler signal collected by the ATP on the tail side of the front carriage and the ATP on the head side of the rear carriage are both valid, it is confirmed that the front carriage and the rear carriage are successfully coupled. If only the electrical coupler signal is detected and the mechanical coupler signal is not detected, the mechanical coupling can continue to be waited for until the mechanical coupling is completed or times out, and then the control logic of the subsequent train is executed.

[0044] The first network described in the embodiments of the present invention refers to a communication network for cross-car communication between the ATP on the head side of the front carriage and the ATP on the tail side of the rear carriage. Specifically, it can adopt an Ethernet local area network, such as an Ethernet Train Backbone (ETB) network, or other communication networks that can be used for cross-car communication of on-vehicle ATP devices, such as a 5G communication network.

[0045] The second network described in the embodiments of the present invention refers to a communication network for in-vehicle communication between the ATP on the head side and the ATP on the tail side of a single car body. Specifically, it can also adopt an Ethernet local area network, such as an Ethernet Consist Network (ECN) network, or other communication networks for communication between on-vehicle ATP devices within a car body, such as a 5G communication network.

[0046] It should be noted that the ETB network is a train-level communication network based on Ethernet technology specified by the IEC61375-2-5 standard. The ETB technology is based on the TCP / IP protocol ISO-OSI layers 1-4 and IEEE802.3 Ethernet technology, which specifically defines the transmission layer, network layer, data link layer, and physical layer of the Ethernet train backbone network, as well as the quality of service, data structure, and redundancy definition of network communication, etc. The train communication network is finally connected by an Ethernet train backbone network ETB. The stability and security of the ETB network directly determine whether the train can operate normally.

[0047] The ECN network is a car body-level communication network based on Ethernet technology specified by the IEC61375-3-4 standard. It is based on the standard Ethernet, improves the TCP / IP protocol, and enhances the reliability of data transmission in the network.

[0048] Further, in this embodiment, when it is detected that a communication connection has been established between the front car body and the rear car body, and at the same time, the mechanical coupling signal collected by the ATP on the tail side of the front car body and the mechanical coupling signal collected by the ATP on the head side of the rear car body are received, the head-to-tail communication mode of the coupled train is adopted to control the ATP on the head side of the front car body and the ATP on the tail side of the rear car body to communicate through the first network, so as to realize the head-to-tail communication across car bodies between the ATP on the head side of the front car body and the ATP on the tail side of the rear car body; otherwise, the communication mode of a single train formation is adopted to control both the front car body and the rear car body to communicate between the ATP on the head side and the ATP on the tail side within the car body through the second network.

[0049] The train communication control method according to the embodiment of the present invention detects the change in the state of coupling or decoupling between the front carriage and the rear carriage in real time. When it is detected that a communication connection has been established between the front carriage and the rear carriage, and a mechanical coupling signal indicating successful coupling with the rear carriage collected by the ATP on the rear side of the front carriage and a mechanical coupling signal indicating successful coupling with the front carriage collected by the ATP on the front side of the rear carriage are received, the ATP on the front side of the front carriage is controlled to communicate with the ATP on the rear side of the rear carriage across the car through a first network. Otherwise, both the front carriage and the rear carriage are controlled to communicate between the ATP on the front side and the ATP on the rear side through a second network, which can update the head and tail communication methods of single - formation trains and coupled - formation trains in a timely manner, so as to realize the intelligent and rapid switching of the train communication method under flexible formation operation conditions, improve the degree of automation and flexibility, and can well meet the requirement of timely switching of the head and tail communication methods of trains during flexible formation operation.

[0050] Based on the content of the above - mentioned embodiment, as an optional embodiment, controlling the ATP on the front side of the front carriage to communicate with the ATP on the rear side of the rear carriage through a first network includes:

[0051] Controlling the ATP on the rear side of the front carriage to enter the sleep state, the ATP on the front side of the front carriage to be activated, the ATP on the front side of the rear carriage to enter the sleep state, and the ATP on the rear side of the rear carriage to be activated;

[0052] Establishing a first - network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to control the ATP on the front side of the front carriage to communicate with the ATP on the rear side of the rear carriage through a first network.

[0053] Specifically, in the embodiment of the present invention, before the front carriage and the rear carriage are coupled, both the front carriage and the rear carriage are separately - formed carriages, which can be used as single - formation trains and adopt the communication method of single - formation trains to communicate between the ATP on the front side and the ATP on the rear side inside the carriage. At this time, both the ATP on the front side and the ATP on the rear side of the front carriage are in the activated state. Similarly, both the ATP on the front side and the ATP on the rear side of the rear carriage are also in the activated state.

[0054] When it is detected that a communication connection has been established between the front carriage and the rear carriage, and at the same time a mechanical coupling signal collected by the ATP on the rear side of the front carriage and a mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, the front carriage and the rear carriage are coupled. At this time, the ATP on the rear side of the front carriage is controlled to change from the activated state to the sleep state, the ATP on the front side of the front carriage remains in the activated state, and at the same time, the ATP on the front side of the rear carriage is controlled to change from the activated state to the sleep state, and the ATP on the rear side of the rear carriage continues to remain in the activated state.

[0055] Further, by controlling the ATP on the head side of the front carbody, the ATP on the rear side of the rear carbody to perform data interaction with the ETB network, a first network communication connection is established between the ATP on the head side of the front carbody and the ATP on the rear side of the rear carbody, so as to control the ATP on the head side of the front carbody and the ATP on the rear side of the rear carbody to communicate through the first network.

[0056] In the method of the embodiment of the present invention, after detecting that the front carbody and the rear carbody are successfully coupled, a first network communication connection can be established between the ATP on the head side of the front carbody and the ATP on the rear side of the rear carbody, and the communication network is used to realize the intelligent and rapid switching from the single - formation train communication mode to the coupled - formation train communication mode.

[0057] Based on the content of the above - mentioned embodiment, as an alternative embodiment, the first network includes an Ethernet Train Backbone (ETB) network; establishing a first network communication connection between the ATP on the head side of the front carbody and the ATP on the rear side of the rear carbody includes:

[0058] Controlling the ATP on the head side of the front carbody to insert first identification information into a first network communication port; and controlling the ATP on the rear side of the rear carbody to insert the first identification information into a second network communication port; the first network communication port is a common port of the ATP on the head side of the front carbody in the ETB network and the first ETB switch it is connected to, and the second network communication port is a common port of the ATP on the rear side of the rear carbody in the ETB network and the second ETB switch it is connected to;

[0059] Controlling the first ETB switch to read the first identification information from the first network communication port, and send the first identification information to the ATP on the rear side of the rear carbody; and controlling the second ETB switch to read the first identification information from the second network communication port, and send the first identification information to the ATP on the head side of the front carbody, so as to establish an ETB network communication connection between the ATP on the head side of the front carbody and the ATP on the rear side of the rear carbody.

[0060] Figure 2 is a schematic diagram of the head - to - tail communication network layout of the train communication control method provided by the present invention. As Figure 2 shown, in the embodiment of the present invention, the first network can be implemented by using an ETB network. In order to distinguish the communication of the single - formation train and the coupled - formation train, a two - layer switch function can be integrated inside the on - vehicle ATP device. By using this function, an Ethernet tagging (tag) can be performed with a physical port to distinguish. By applying different tags to the communication network ports, the communication of the coupled - formation train using the ETB network or the communication of the single - formation train using the ENC network can be distinguished.

[0061] Specifically, the first identification information described in the embodiments of the present invention is specifically used for identification and forwarding by switches in the ETB network, and can be denoted as tag1 information. It can be understood that the ECN switches in the ECN network will not identify and forward this tag1 information.

[0062] The first network communication port described in the embodiments of the present invention refers to the shared port between the ATP on the head side of the front carriage in the ETB network and the first ETB switch connected thereto, where the first ETB switch is the switch in the ETB network connected to the ATP on the head side of the front carriage.

[0063] In the embodiments of the present invention, a network communication port can be shared between the on-vehicle ATP device and the ETB switch / ECN switch.

[0064] The second network communication port described in the embodiments of the present invention refers to the shared port between the ATP on the tail side of the rear carriage in the ETB network and the second ETB switch connected thereto, where the second ETB switch is the switch in the ETB network connected to the ATP on the tail side of the rear carriage.

[0065] In the embodiments of the present invention, after controlling the ATP on the tail side of the front carriage to go to sleep, the ATP on the head side of the front carriage to be activated, the ATP on the head side of the rear carriage to go to sleep, and the ATP on the tail side of the rear carriage to be activated, the ATP on the head side of the front carriage in the activated state inserts the tag1 information into the first network communication port. At the same time, control the ATP on the tail side of the rear carriage to insert the tag1 information into the second network communication port.

[0066] Further, in the embodiments of the present invention, control the first ETB switch to read the tag1 information from the first network communication port. Thus, the first ETB switch can identify the tag1 information through the first network communication port. After the first ETB switch identifies the tag1 information, the first ETB switch sends the tag1 information to the ATP on the tail side of the rear carriage.

[0067] At the same time, for the ATP on the tail side of the rear carriage, in the same manner as above, control the second ETB switch to read and identify the tag1 information from the second network communication port. After the second ETB switch identifies the tag1 information, send the tag1 information to the ATP on the head side of the front carriage. In this way, an ETB network communication connection can be established between the ATP on the head side of the front carriage and the ATP on the tail side of the rear carriage.

[0068] After the ETB network communication connection is established between the ATP on the head side of the front carriage and the ATP on the tail side of the rear carriage, the ATP on the head side of the front carriage and the ATP on the tail side of the rear carriage can perform cross-car head-to-tail communication through the ETB network, thereby enabling head-to-tail communication of the coupled formation train.

[0069] In the method according to an embodiment of the present invention, by controlling the on-vehicle ATP device to insert identification information recognizable by the ETB switch into the communication network port, and using the ETB network for head and tail communication of the coupled trains, intelligent and rapid switching of the train communication mode from the single-formation train communication mode to the coupled train communication mode under flexible formation operation conditions can be achieved.

[0070] Based on the content of the above embodiment, as an alternative embodiment, the method further includes:

[0071] When at least one target signal is detected, controlling the activation of the ATP on the head side and the activation of the ATP on the tail side of the front carriage; and controlling the activation of the ATP on the head side and the activation of the ATP on the tail side of the rear carriage; the target signal includes a signal indicating the failure of the communication connection between the front carriage and the rear carriage, or a signal indicating the failure of the mechanical coupling between the front carriage and the rear carriage;

[0072] Establish a second network communication connection between the ATP on the head side and the ATP on the tail side of each carriage to control both the front carriage and the rear carriage to communicate between the ATP on the head side and the ATP on the tail side through the second network.

[0073] Specifically, the target signal described in the embodiment of the present invention includes a signal indicating the failure of the communication connection between the front carriage and the rear carriage, or a signal indicating the failure of the mechanical coupling between the front carriage and the rear carriage. Specifically, the target signal can be divided into the following 4 cases:

[0074] (1) Detecting a signal indicating the failure of the communication connection between the front and rear carriages collected by the ATP on the tail side of the front carriage;

[0075] (2) Detecting a signal indicating the failure of the communication connection between the front and rear carriages collected by the ATP on the head side of the rear carriage;

[0076] (3) Detecting a signal indicating the failure of the mechanical coupling between the front and rear carriages collected by the ATP on the tail side of the front carriage;

[0077] (4) Detecting a signal indicating the failure of the mechanical coupling between the front and rear carriages collected by the ATP on the head side of the rear carriage.

[0078] It can be understood that the signal indicating the failure of the communication connection between the front carriage and the rear carriage described in this embodiment may include cases (1) and (2), and the signal indicating the failure of the mechanical coupling between the front carriage and the rear carriage described in this embodiment may include cases (3) and (4).

[0079] In the embodiment of the present invention, when at least one of the above target signals is detected, controlling the activation of the ATP on the head side and the activation of the ATP on the tail side of the front carriage, and controlling the activation of the ATP on the head side and the activation of the ATP on the tail side of the rear carriage.

[0080] In a specific embodiment, after the front car and the rear car are uncoupled from the coupler, the front car and the rear car are completely separated, and it is possible to simultaneously detect the signal of the failure of the communication connection between the front and rear cars collected by the ATP on the rear side of the front car, the signal of the failure of the communication connection between the front and rear cars collected by the ATP on the front side of the rear car, the signal of the failure of the mechanical coupler between the front and rear cars collected by the ATP on the rear side of the front car, and the signal of the failure of the mechanical coupler between the front and rear cars collected by the ATP on the front side of the rear car. At this time, the on-vehicle ATP devices of each car can be controlled to be in an active state.

[0081] Further, in the scenario where the on-vehicle ATP devices of each car are in an active state, a second network communication connection is established between the ATP on the front side and the ATP on the rear side of each car to control both the front car and the rear car to communicate between the ATP on the front side and the ATP on the rear side through the second network.

[0082] In another specific embodiment, during the coupling process of the front car and the rear car, it is possible to detect the signal of the failure of the communication connection between the front and rear cars collected by the ATP on the rear side of the front car, or the signal of the failure of the communication connection between the front and rear cars collected by the ATP on the front side of the rear car, indicating that the communication connection between the front car and the rear car is in a disconnected state. At this time, there is no need to detect the mechanical uncoupling state of the front car and the rear car, and directly control both the front car and the rear car to communicate between the ATP on the front side and the ATP on the rear side through the second network.

[0083] In another specific embodiment, during the coupling process of the front car and the rear car, it is possible to detect the signal of the successful communication connection between the front and rear cars collected by the ATP on the rear side of the front car, the signal of the successful communication connection between the front and rear cars collected by the ATP on the front side of the rear car, but within a target period such as 10 minutes, it is always possible to detect the signal of the failure of the mechanical coupler between the front and rear cars collected by the ATP on the rear side of the front car, or within the target period, it is always possible to detect the signal of the failure of the mechanical coupler between the front and rear cars collected by the ATP on the front side of the rear car, that is, the detection of the mechanical coupling of the front car and the rear car times out. At this time, it means that the mechanical coupling operation between the front car and the rear car has not been completed, and then control both the front car and the rear car to communicate between the ATP on the front side and the ATP on the rear side through the ECN network.

[0084] The method of the embodiment of the present invention, in the case of detecting that the front car and the rear car have not completed the coupling, can establish a second network communication connection between the ATP on the front side and the ATP on the rear side of each car, and use the second network to maintain the communication mode of the single - formation train and to realize the intelligent and rapid switching of the communication mode from the coupled - formation train to the single - formation train.

[0085] Based on the content of the above embodiments, as an alternative embodiment, the second network includes an ECN network. Establishing an ECN network communication connection between the ATP on the head side and the ATP on the tail side of each carriage includes:

[0086] For any one of the front carriage and the rear carriage, control the ATP on the head side of the carriage to insert the second identification information into the third network communication port; and control the ATP on the tail side of the carriage to insert the second identification information into the fourth network communication port; the third network communication port is the common port of the ATP on the head side of the carriage and the first ECN switch it is connected to in the ECN network; the fourth network communication port is the common port of the ATP on the tail side of the carriage and the second ECN switch it is connected to in the ECN network;

[0087] Control the first ECN switch to read the second identification information from the third network communication port, and send the second identification information to the ATP on the tail side of the carriage; and control the second ECN switch to read the second identification information from the fourth network communication port, and send the second identification information to the ATP on the head side of the carriage, so as to establish an ECN network communication connection between the ATP on the head side and the ATP on the tail side of each carriage.

[0088] Specifically, the second identification information described in the embodiments of the present invention is specifically used for identification and forwarding by the switches in the ECN network, and can be denoted as tag2 information. It can be understood that the ETB switches in the ETB network will not identify and forward this tag2 information.

[0089] The third network communication port described in the embodiments of the present invention refers to the common port of the ATP on the head side of a single carriage in the ECN network and the first ECN switch it is connected to, where the first ECN switch is the switch in the ECN network connected to the ATP on the head side of this single carriage.

[0090] The fourth network communication port described in the embodiments of the present invention refers to the common port of the ATP on the tail side of this single carriage in the ECN network and the second ECN switch it is connected to, where the second ECN switch is the switch in the ECN network connected to the ATP on the tail side of this single carriage.

[0091] It should be noted that the third network communication port can be the same communication network port as the first network communication port, and the fourth network communication port can be the same communication network port as the second network communication port.

[0092] Continue to refer to Figure 2 ,such as Figure 2As shown, in the embodiments of the present invention, the second network can be implemented using an ECN network. After the ATP on the head side and the ATP on the tail side of the front carriage of the front carriage are both activated, and the ATP on the head side and the ATP on the tail side of the rear carriage are both activated, for any one of the front carriage and the rear carriage, the activated ATP on the head side in the carriage inserts the tag2 information into the third network communication port, and at the same time, the activated ATP on the tail side in the carriage inserts the tag2 information into the fourth network communication port.

[0093] Further, in the embodiments of the present invention, the first ECN switch is controlled to read the tag2 information from the third network communication port. Thus, the first ECN switch can identify the tag2 information through the third network communication port. After the first ECN switch identifies the tag2 information, the first ECN switch sends the tag2 information to the ATP on the tail side of the same carriage.

[0094] At the same time, for the tail side of the carriage, in the same manner as above, the second ECN switch is controlled to read and identify the tag2 information from the fourth network communication port. After the second ECN switch identifies the tag2 information, it sends the tag2 information to the ATP on the head side of the same carriage. In this way, an ECN network communication connection can be established between the ATP on the head side and the ATP on the tail side of the same carriage, and thus, an ECN network communication connection can be established between the ATP on the head side and the ATP on the tail side of each carriage in the above manner.

[0095] After establishing the ECN network communication connection between the ATP on the head side and the ATP on the tail side of each carriage, the ATP on the head side and the ATP on the tail side of each carriage can perform head-to-tail communication inside the carriage through the ECN network, and thus, head-to-tail communication of a single formation train can be performed.

[0096] The method of the embodiments of the present invention can realize the maintenance of the communication mode of a single formation train under flexible formation operation conditions and the intelligent and rapid switching from the communication mode of a coupled formation train to the communication mode of a single formation train by controlling the on-vehicle ATP device to insert identification information recognizable by the ECN switch into the communication network port and using the ECN network for head-to-tail communication of a single formation train.

[0097] Based on the content of the above embodiments, as an alternative embodiment, both the ETB network and the ECN network are built using a ring network topology.

[0098] Continue to refer to Figure 2 ,such as Figure 2As shown, in the embodiments of the present invention, both the ETB network and the ECN network are built using a ring network topology, which can ensure that the failure of any intermediate node will not cause network interruption. At the same time, both the ETB network and the ECN network are configured as two independent communication networks to achieve network redundancy.

[0099] The method of the embodiments of the present invention can ensure the reliability and stability of the entire communication network by adopting the ETB network and the ECN network with a ring network design.

[0100] The train communication control device provided by the present invention will be described below. The train communication control device described below can be mutually corresponding and referred to the train communication control method described above.

[0101] Figure 3 is a schematic structural diagram of the train communication control device provided by the present invention, as Figure 3 shown, including:

[0102] A control module 310, configured to control the ATP on the head side of the front carriage and the ATP on the tail side of the rear carriage to communicate through a first network when it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the train automatic protection equipment ATP on the tail side of the front carriage and the mechanical coupling signal collected by the ATP on the head side of the rear carriage are received; otherwise, control both the front carriage and the rear carriage to communicate between the ATP on the head side and the ATP on the tail side through a second network;

[0103] The mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage.

[0104] The train communication control device described in this embodiment can be used to execute the embodiments of the above train communication control method, and its principle and technical effects are similar, which will not be elaborated here.

[0105] The train communication control device according to the embodiment of the present invention can detect the state change of the connection or disconnection between the front carriage and the rear carriage in real time. When it is detected that a communication connection has been established between the front carriage and the rear carriage, and a mechanical connection signal indicating successful connection with the rear carriage collected by the ATP on the rear side of the front carriage and a mechanical connection signal indicating successful connection with the front carriage collected by the ATP on the front side of the rear carriage are received, the ATP on the front side of the front carriage is controlled to communicate with the ATP on the rear side of the rear carriage through a first network for cross-car communication. Otherwise, the front carriage and the rear carriage are both controlled to communicate between the ATP on the front side and the ATP on the rear side through a second network. In this way, the head and tail communication methods of single-formation trains and coupled trains can be updated in a timely manner, so that the intelligent and rapid switching of the train communication method under the condition of flexible formation operation can be realized, the automation degree and flexibility are improved, and the demand for the timely switching of the head and tail communication method of the train during the flexible formation operation can be well met.

[0106] Figure 4 is a schematic physical structure diagram of the electronic device provided by the present invention, as Figure 4 shown, the electronic device may include: a processor 410, a communication interface 420, a memory 430, and a communication bus 440. Among them, the processor 410, the communication interface 420, and the memory 430 complete mutual communication through the communication bus 440. The processor 410 can call the logical instructions in the memory 430 to execute the train communication control method provided by each of the above methods. The method includes: when it is detected that a communication connection has been established between the front carriage and the rear carriage, and a mechanical connection signal collected by the ATP on the rear side of the front carriage and the mechanical connection signal collected by the ATP on the front side of the rear carriage are received, controlling the ATP on the front side of the front carriage to communicate with the ATP on the rear side of the rear carriage through a first network; otherwise, controlling the front carriage and the rear carriage to both communicate between the ATP on the front side and the ATP on the rear side through a second network; the mechanical connection signal is a signal indicating successful mechanical connection between the front carriage and the rear carriage.

[0107] In addition, when the logical instructions in the above-mentioned memory 430 are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0108] On the other hand, the present invention also provides a computer program product. The computer program product includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train communication control method provided by the above-mentioned various methods. The method includes: when it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the train automatic protection equipment (ATP) on the rear side of the front carriage and the mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, controlling the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through a first network; otherwise, controlling both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through a second network; the mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage.

[0109] In yet another aspect, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it is implemented to execute the train communication control method provided by the above-mentioned various methods. The method includes: when it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the train automatic protection equipment (ATP) on the rear side of the front carriage and the mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, controlling the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through a first network; otherwise, controlling both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through a second network; the mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage.

[0110] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without creative work.

[0111] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on such an understanding, the essence of the above technical solution, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0112] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments or perform equivalent replacements for some of the technical features. And these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train communication control method, characterized in that, Including: When it is detected that a communication connection has been established between the front carriage and the rear carriage, and the mechanical coupling signal collected by the train automatic protection equipment ATP on the rear side of the front carriage and the mechanical coupling signal collected by the ATP on the front side of the rear carriage are received, control the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through the first network; otherwise, control both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through the second network; The mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage.

2. The train communication control method according to claim 1, wherein Controlling the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through the first network includes: Controlling the ATP on the rear side of the front carriage to go into sleep mode, activating the ATP on the front side of the front carriage, putting the ATP on the front side of the rear carriage into sleep mode, and activating the ATP on the rear side of the rear carriage; Establishing a first network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to control the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage to communicate through the first network.

3. The train communication control method according to claim 2, wherein The first network includes an Ethernet Train Backbone (ETB) network; establishing a first network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage includes: Controlling the ATP on the front side of the front carriage to insert first identification information into the first network communication port; and controlling the ATP on the rear side of the rear carriage to insert the first identification information into the second network communication port; the first network communication port is the shared port between the ATP on the front side of the front carriage and the first ETB switch it is connected to in the ETB network, and the second network communication port is the shared port between the ATP on the rear side of the rear carriage and the second ETB switch it is connected to in the ETB network; Controlling the first ETB switch to read the first identification information from the first network communication port, sending the first identification information to the ATP on the rear side of the rear carriage; and controlling the second ETB switch to read the first identification information from the second network communication port and sending the first identification information to the ATP on the front side of the front carriage to establish an ETB network communication connection between the ATP on the front side of the front carriage and the ATP on the rear side of the rear carriage.

4. The train communication control method according to claim 1, characterized in that The method further includes: When at least one target signal is detected, controlling the activation of the ATP on the front side and the ATP on the rear side of the front carriage; and controlling the activation of the ATP on the front side and the ATP on the rear side of the rear carriage; the target signal includes a signal indicating the failure of the communication connection between the front carriage and the rear carriage, or a signal indicating the failure of the mechanical coupling between the front carriage and the rear carriage; Establishing a second network communication connection between the ATP on the front side and the ATP on the rear side of each carriage to control both the front carriage and the rear carriage to communicate between the ATP on the front side and the ATP on the rear side through the second network.

5. The train communication control method according to claim 4, wherein The second network includes an Ethernet Cabling Network (ECN). The establishment of the second network communication connection between the ATP on the head side and the ATP on the tail side of each carriage includes: For any one of the front carriage and the rear carriage, controlling the ATP on the head side of the carriage to insert second identification information into a third network communication port; and controlling the ATP on the tail side of the carriage to insert the second identification information into a fourth network communication port; the third network communication port is the shared port of the ATP on the head side of the carriage and the first ECN switch it is connected to in the ECN; the fourth network communication port is the shared port of the ATP on the tail side of the carriage and the second ECN switch it is connected to in the ECN; Controlling the first ECN switch to read the second identification information from the third network communication port and send the second identification information to the ATP on the tail side of the carriage; and controlling the second ECN switch to read the second identification information from the fourth network communication port and send the second identification information to the ATP on the head side of the carriage, so as to establish the ECN network communication connection between the ATP on the head side and the ATP on the tail side of each carriage.

6. The train communication control method according to any one of claims 3 or 5, characterized in that Both the ETB network and the ECN network are built using a ring network topology.

7. A train communication control device, characterized in that, It includes: A control module, configured to control the ATP on the head side of the front carriage and the ATP on the tail side of the rear carriage to communicate through a first network when it is detected that the front carriage and the rear carriage have established a communication connection and the mechanical coupling signal collected by the ATP on the tail side of the front carriage and the mechanical coupling signal collected by the ATP on the head side of the rear carriage are received; otherwise, controlling both the front carriage and the rear carriage to communicate between the ATP on the head side and the ATP on the tail side through the second network; The mechanical coupling signal is a signal indicating successful mechanical coupling between the front carriage and the rear carriage.

8. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the train communication control method according to any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train communication control method according to any one of claims 1 to 6.

10. A computer program product comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train communication control method according to any one of claims 1 to 6.

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