Train tail device and communication method of train tail device and vehicle-mounted equipment and train tail device

Abstract

The embodiment of the invention provides a communication method for a train tail device and on-board equipment and the train tail device, and belongs to the technical field of rail transit communication, and the method comprises the steps that the train tail device establishes wireless network connection with ATP on-board equipment and locomotive station on-board equipment through two paths of LTE-M network channels; when a communication command of the ATP vehicle-mounted equipment is received, train tail air pressure information, position information and speed information which are collected in real time are transmitted to the ATP vehicle-mounted equipment, and auxiliary exhaust braking is executed according to an exhaust command of the ATP vehicle-mounted equipment; and when a query command of the locomotive-mounted equipment is received, the air pressure information is transmitted to the locomotive-mounted equipment, and auxiliary air exhaust braking is executed according to an air exhaust command of the locomotive-mounted equipment. The stability of communication data transmission and the train control flexibility after the train integrity is lost can be improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit communication technology, and in particular to a communication method between a tail device and vehicle-mounted equipment and a tail device. Background Art

[0002] The tail device is a safety protection device used for train integrity inspection. The device is connected to the rear vehicle of the train through a hose, and can measure the wind pressure of the rear vehicle and transmit it to the driver's control box, so as to judge whether the brake air path is connected according to the wind pressure of the rear vehicle, and then judge the integrity of the train. In the case of dislocation of the rear of the train or abnormal braking, the driver's control box can control the tail device to perform exhaust braking, which improves the intelligent control level and overall safety of the train.

[0003] At present, the tail device mainly sends the real-time collected data to the on-board equipment through GSM-R (international wireless communication standard for railway communication and application). The tail business function as a whole follows the principle of fault-oriented safety. When the tail device fails, it stops sending data to the on-board equipment and cuts off the head-to-tail communication link. At this time, the driver can only control the train through mechanical devices, and the control flexibility is poor. In addition, the wireless communication link between the tail device and the on-board equipment adopts cold standby redundancy, that is, when one of the wireless communication subsystems fails, it switches to another wireless communication subsystem. Due to the delay in switching the wireless communication link, the communication between the tail device and the on-board equipment is interrupted, resulting in the failure of the train integrity judgment. The train needs to stop for inspection, affecting the train operation. Summary of the invention

[0004] In order to overcome the defects of the existing tail-of-train devices, the present invention provides a communication method between the tail-of-train device and the on-board equipment and the tail-of-train device, which transmits service data based on the LTE-M network using a dual-channel communication unit hot standby redundant design mechanism, avoids communication interruption caused by the switching delay of the wireless communication module, and ensures the stability of data transmission. The safe tail-of-train service and the conventional tail-of-train service are integrated and designed, providing a consistency judgment mechanism for wireless communication information between the tail-of-train device and the on-board equipment, and the safe tail-of-train service is designed in accordance with the SIL4 (Safety Integrity Level 4) standard, which enhances the safety and stability of the head-to-tail communication of the train and the flexibility of the train control.

[0005] According to a first aspect of the present invention, a communication method between a tail device and an on-board device is provided, comprising: the tail device establishes a wireless network connection with an ATP on-board device and a locomotive on-board device through two LTE-M network channels respectively; when receiving a communication command from the ATP on-board device, transmitting the real-time collected tail wind pressure information, position information and speed information to the ATP on-board device, and performing auxiliary exhaust braking according to the exhaust command from the ATP on-board device; when receiving a query command from the locomotive on-board device, transmitting the wind pressure information to the locomotive on-board device, and performing auxiliary exhaust braking according to the exhaust command from the locomotive on-board device.

[0006] According to the above technical solution, the tail device is connected to the LTE-M network through two different network channels, so that when one network fails, the other network can still ensure the continuity of data transmission, avoiding communication interruption caused by network problems. The tail device is connected to the ATP on-board equipment and the locomotive on-board equipment respectively, which improves the reliability and redundancy of communication. It can automatically perform auxiliary exhaust braking according to the exhaust commands of the ATP on-board equipment and the locomotive on-board equipment, improve the automatic operation capability of the train in specific situations, and help improve the safety of train operation and the flexibility of vehicle control.

[0007] Optionally, in the communication method between the tail-of-train device and the on-board equipment provided by the present invention, the tail-of-train device and the ATP on-board equipment respectively access the A network channel and the B network channel through the first LTE-M communication unit and the second LTE-M communication unit to transmit the tail-of-train safety information; the tail-of-train device and the locomotive on-board equipment respectively access the A network channel and the B network channel through the first LTE-M communication unit and the second LTE-M communication unit to transmit regular business data, and the first LTE-M communication unit and the second LTE-M communication unit adopt a hot standby redundant design.

[0008] Optionally, in the communication method between the train tail device and the vehicle-mounted device provided by the present invention, when the train tail device receives the communication command of the ATP vehicle-mounted device, it is transparently transmitted to the core control unit according to the communication protocol between the LTE-M wireless communication module and the core control unit. After receiving the command, the core control unit transparently transmits the command to the security logic unit according to the communication protocol between the core control unit and the security logic unit; the security logic unit disassembles and decrypts the message sent by the ATP vehicle-mounted device by the security layer, and sends it to the core control unit for unpacking processing; When the tail device sends a wireless message, the core control unit packages the non-safety information in the wireless message and transmits it to the safety logic unit. The safety logic unit supplements the packaged information with tail safety information such as wind pressure information, position information and speed information, and encrypts the entire package message according to the security protocol. The encrypted information is returned to the core control unit. The core control unit transmits the wireless message to the wireless communication unit. After receiving it, the wireless communication unit sends it to the ATP on-board device via the LTE-M network.

[0009] By adopting the above technical solution, the LTE-M wireless communication module and the core control unit do not disassemble or modify the communication messages sent by the on-board equipment during the entire message transmission process. The integrity and accuracy of information transmission are guaranteed by the 32-bit CRC check algorithm, ensuring that all safety-related processing tasks are completed by the safety logic unit. The core control unit performs non-safety data processing and does not involve safety logic processing, thus meeting the requirement of the SIL4 standard that there is no intersection between the boundaries of safety services and non-safety services.

[0010] Optionally, in the communication method between the tail device and the on-board equipment provided by the present invention, while the tail device communicates with the ATP on-board equipment, the communication command of the locomotive platform on-board equipment is received, and the wind pressure information of the tail device is sent back to the ATP on-board equipment and the locomotive platform on-board equipment respectively; the driver compares the wind pressure information obtained by the locomotive platform equipment with the wind pressure information obtained by the ATP on-board equipment, and determines whether the wind pressure information obtained by the two on-board equipment is consistent, and uses the consistency of the wind pressure information as one of the bases for determining the failure of the train equipment. When the ATP on-board equipment fails, the auxiliary exhaust brake is executed according to the exhaust command of the locomotive platform on-board equipment.

[0011] Through the above technical solution, by real-time monitoring of communication status, communication interruption can be quickly identified to ensure timely response of the system. By comparing the wind pressure information of the locomotive platform and ATP on-board equipment, data consistency is ensured, the risk of wrong decision-making is reduced, and the braking strategy can be flexibly adjusted according to actual conditions to optimize operating efficiency.

[0012] According to a second aspect of the present invention, there is provided a tail device, comprising: a core control unit, a security logic unit, an LTE-M wireless communication module, an exhaust brake unit, a wind pressure detection unit, a speed measurement and positioning unit, and a display unit, wherein the wind pressure detection unit is used to collect wind pressure information at the tail of the train in real time; the speed measurement and positioning unit is used to obtain position information and speed information of the tail device in real time; the wind pressure detection unit and the speed measurement and positioning unit are respectively connected to the security logic unit, the security logic unit is used to obtain security information such as wind pressure information, position information and speed information through the wind pressure detection unit and the speed measurement and positioning unit, and is used to receive non-security packaged data and transparently transmitted tail security information sent by the core control unit, and encrypt and encapsulate the non-security packaged data and the transparently transmitted tail security information and decrypt them respectively; The safety logic unit, the exhaust brake unit and the LTE-M wireless communication module are respectively connected to the core control unit; the exhaust brake unit is used to control the exhaust brake operation at the rear of the train; the LTE-M wireless communication module includes a first LTE-M communication unit and a second LTE-M communication unit, the first LTE-M communication unit and the second LTE-M communication unit adopt a hot standby redundant design, and access the LTE-M network through two network channels respectively, and are used to simultaneously transmit the tail safety information and regular business data through the two network channels.

[0013] According to the above technical solution, the safety logic unit is used to encrypt and decrypt the safety tail business data, thus ensuring the safety of the tail safety information. The tail device communicates with both the ATP on-board equipment and the locomotive on-board equipment at the same time, providing a consistency judgment mechanism for the wireless communication information of the tail device, improving the communication stability of the system and the flexibility of controlling the train after the ATP on-board equipment fails.

[0014] Optionally, in the tail device provided by the present invention, after the tail device is connected to the ATP on-board device, a two-way authentication of the security protocol is performed, and a communication session is established after the authentication is passed. The tail device is used to transmit the real-time collected tail wind pressure information, position information and speed information to the ATP on-board device, and perform auxiliary exhaust braking according to the exhaust command of the ATP on-board device. After the tail device is connected to the locomotive platform on-board device, it is used to transmit the wind pressure information to the locomotive platform on-board device when receiving the query command of the locomotive platform on-board device, and perform auxiliary exhaust braking after receiving the exhaust command of the locomotive platform on-board device.

[0015] According to the above technical scheme, the tail device and the ATP on-board equipment communicate in accordance with the principle of fault-guided safety, ensuring the reliability and safety of communication between the head and tail of the train. The tail wind pressure is queried through the locomotive platform on-board equipment to complete the confirmation of the wind pressure information of the ATP on-board equipment, that is, the tail wind pressure is confirmed by the locomotive platform equipment and the ATP equipment at the same time to ensure the accuracy of the queried wind pressure information; when the communication between the tail device and the ATP on-board equipment is interrupted due to fault-guided safety reasons and other abnormal factors, the tail device can perform decompression slow parking and exhaust brake auxiliary parking through the locomotive platform on-board equipment, avoiding the situation where the driver can only use mechanical devices to brake urgently.

[0016] Optionally, in the tail-of-train device provided by the present invention, when the tail-of-train device receives a communication command from the ATP on-board equipment, the LTE-M wireless communication module is used to transparently transmit the data to the core control unit according to the communication protocol between the LTE-M wireless communication module and the core control unit, the core control unit is used to transparently transmit the data to the security logic unit according to the communication protocol between the core control unit and the security logic unit, the security logic unit is used to disassemble and decrypt the received data and send it to the core control unit; the core control unit and the LTE-M wireless communication module are used to verify the integrity and accuracy of the data during the transmission process through a 32-bit CRC verification algorithm.

[0017] Optionally, in the tail device provided by the present invention, when the tail device sends a message to the ATP vehicle-mounted equipment, the core control unit is used to package the message and transmit it to the security logic unit, the security logic unit is used to supplement the packaged message with tail security information and encrypt it, and transmit the encrypted message back to the core control unit; the core control unit is used to transparently transmit the encrypted message to the LTE-M wireless communication module; the LTE-M wireless communication module is used to wirelessly transmit it to the ATP vehicle-mounted equipment via the LTE-M network; the core control unit and the LTE-M wireless communication module are used to verify the integrity and accuracy of the data during the transmission process through a 32-bit CRC verification algorithm.

[0018] According to the above technical solution, during the entire message transmission process, the LTE-M transmission module and the core control unit do not disassemble or modify the communication messages sent by the ATP on-board equipment. The integrity and accuracy of information transmission are guaranteed by the 32-bit CRC check algorithm, ensuring that all safety-related processing tasks are completed by the safety logic unit. The core control unit performs non-safety data processing and does not involve safety logic processing, thus meeting the SIL4 standard requirement that there is no intersection between the boundaries of safety services and non-safety services.

[0019] Optionally, in the tail-of-train device provided by the present invention, the tail-of-train device and the ATP on-board equipment simultaneously transmit safe tail-of-train service data through two different network channels, and the tail-of-train device and the locomotive equipment simultaneously transmit conventional tail-of-train service data through two different network channels. The two different network channels are connected through the LTE-M network. When one network channel fails, the other network channel maintains data transmission.

[0020] According to the above technical solution, the reliability of communication of the tail device is improved through dual network channels and hot standby redundant design, ensuring that data transmission can be maintained when one network fails, avoiding the need for task switching and reducing the risk of communication interruption.

[0021] Optionally, in the tail device provided by the present invention, the LTE-M wireless communication module accesses the LTE-M network through a rod-shaped antenna feed line and a plate-shaped antenna feed line; the core control unit has a built-in recording unit for recording and storing the working status and working process information of the tail device.

[0022] In summary, the communication method between the tail device and the vehicle-mounted equipment and the tail device provided by the present invention can at least achieve the following technical effects: 1. Based on the LTE-M network, a dual-network hot standby redundant design mechanism is used to transmit the safety tail service data and the regular tail service data, avoiding the communication interruption caused by the switching delay of the wireless communication module and ensuring the stability of data transmission; 2. The safety tail-of-train service and the conventional tail-of-train service are integrated into a design that provides a consistency judgment mechanism for wireless communication information between the tail-of-train device and the on-board equipment. The safety tail-of-train service is designed in accordance with the SIL4 standard, which enhances the safety and stability of the head-to-tail communication of the train and the flexibility of train control.

[0023] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic structural diagram of a train tail device according to an embodiment of the present invention is shown; Figure 2 A schematic diagram of a communication link between a train tail device and a vehicle-mounted device according to an embodiment of the present invention is shown; Figure 3 A flow chart of a communication method 300 between a train tail device and a vehicle-mounted device according to an embodiment of the present invention is shown; Figure 4A schematic diagram of a secure tail service data receiving architecture according to an embodiment of the present invention is shown; Figure 5 A schematic diagram of a secure tail-of-line service data transmission architecture according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0025] In order to ensure a high-speed, broadband, and anti-interference communication environment for the train, this solution can build a tail device based on LTE-R network, LTE-M network, 5G network, professional wireless network, etc.

[0026] Among them, the LTE-M network is optimized based on the original LTE system architecture to adapt to the special needs of IoT devices in terms of energy consumption, cost and connection density. Compared with the GSM-R system, it has the following technical advantages: 1) The base station controller is eliminated, making the network more flexible; 2) The packet domain is used to transmit data, and the data transmission is more real-time and the data throughput is larger. For example, under a bandwidth configuration of 20MHz, LTE-M can provide a maximum downlink rate of 100Mbit / s and an uplink rate of 50Mbit / s, which far exceeds the traditional GSM network; 3) It provides stronger signal coding and processing capabilities, improves the anti-interference ability in complex environments, and achieves low-latency communication.

[0027] These advantages make LTE-M very suitable for applications in the fields of railways and transportation. In one embodiment of the present invention, a tail-of-train device communication system can be constructed based on the LTE-M network, so that the tail-of-train device can achieve seamless access to the LTE-M core network through dual-path antennas of different types. With the support of the LTE-M core network, the tail-of-train device can provide high data transmission rate and low transmission delay, and has high communication anti-interference and reliability.

[0028] In order to achieve the stability of data transmission and flexible train control function after the loss of train integrity, the present invention integrates the design of conventional tail-of-train services and safe tail-of-train services. The safe tail-of-train services are architecturally designed according to the SIL4 standard. The tail-of-train device simultaneously communicates wirelessly with the ATP on-board equipment and the locomotive on-board equipment, and the wireless communication adopts a hot standby redundant design, which provides a consistency judgment mechanism for key information at the tail of the train, avoids the dependence of the tail-of-train device on a single network and the communication interruption caused by the switching delay of the wireless communication link, and improves the stability of communication data transmission.

[0029] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0030] Figure 1 FIG. 2 shows a schematic diagram of the structure of a column tail device according to an embodiment of the present invention. Figure 1 As shown, the tail device includes a core control unit, a safety logic unit, an LTE-M wireless communication module, an exhaust brake unit, a wind pressure collection unit, a speed measurement and positioning unit, a display unit, a recording unit, etc.

[0031] Among them, the wind pressure collection unit is used to obtain wind pressure information at the rear of the train in real time. Wind pressure information is crucial to train driving control. Wind pressure is the air pressure in the train, which is connected from the front to the rear through a pipe. The train uses air pressure to control the acceleration, deceleration and parking of the train. The train can only run normally when the air pressure at the front and rear of the train is consistent. Real-time inspection of the train wind pressure is to check whether the train braking system is normal and whether the train corner gate is closed to prevent the train from being unable to brake and ensure the safe operation of the train.

[0032] The speed measurement and positioning unit is used to obtain the real-time position information and speed information of the train tail. Figure 1 As shown, the wind pressure collection unit 1, the wind pressure collection unit 2 and the speed measurement and positioning unit 1, the speed measurement and positioning unit 2 are respectively connected to the security logic unit, the security logic unit is used to obtain security information such as wind pressure information, position information and speed information through the wind pressure detection unit and the speed measurement and positioning unit, and is used to receive the non-security package data and the transparently transmitted column tail security information sent by the core control unit, and encrypt, encapsulate and decrypt the non-security package data and the transparently transmitted column tail security information respectively.

[0033] The safety logic unit, exhaust brake unit and LTE-M wireless communication module are connected to the core control unit respectively. The core control unit has an embedded recording unit for recording and storing the working status and working process information of the tail device. The display unit provides a human-machine interaction interface for outputting the working status and working process information of the tail device according to the instructions of the core control unit. The exhaust brake unit is used to control the exhaust operation at the tail of the train.

[0034] The LTE-M wireless communication module includes a first LTE-M communication unit and a second LTE-M communication unit. The first LTE-M communication unit and the second LTE-M communication unit adopt a hot standby redundant design, and access the LTE-M network through two network channels (LTE-M network A network and LTE-M network B network) respectively, and network A and network B are interconnected through the LTE-M core network. The first LTE-M communication unit and the second LTE-M communication unit simultaneously access the LTE-M network through a rod-shaped antenna feeder and a plate-shaped antenna feeder. The safety tail device communicates with the ATP on-board equipment and the locomotive platform on-board equipment through the LTE-M network, and wirelessly transmits tail safety information and regular business data respectively.

[0035] Figure 2 FIG. 1 shows a schematic diagram of a communication link between a train tail device and a vehicle-mounted device according to an embodiment of the present invention. Figure 2 As shown, there are four communication lines between the tail device and the on-board equipment. The LTE-M wireless communication module of the safety tail device includes two wireless communication units, namely the first LTE-M communication unit and the second LTE-M communication unit. The first LTE-M communication unit and the second LTE-M communication unit adopt hot standby redundancy design. The LTE-M communication network is designed as two network channels, A network and B network. At the same time, A network and B network are interconnected through the LTE-M core network.

[0036] Communication link 1 is for the tail device to access the A network through the first LTE-M communication unit and transmit the safe tail service to the ATP equipment. Communication link 2 is for the tail device to access the B network through the second LTE-M communication unit and transmit the safe tail service to the ATP equipment. Communication link 3 is for the tail device to access the A network through the first LTE-M communication unit and transmit the conventional tail service to the locomotive equipment. Communication link 4 is for the tail device to access the B network through the second LTE-M communication unit and transmit the conventional tail service to the locomotive equipment.

[0037] When one network channel fails, the other network channel can ensure normal data transmission without the need to switch tasks between the two channels, thus ensuring normal and reliable data transmission.

[0038] The tail device communicates with the ATP on-board equipment for safe tail services, and the tail device communicates with the locomotive on-board equipment for regular tail services. Among them, the functions of regular tail services and safe tail services are basically the same. Regular service data is the function of ordinary tail services, but it is not designed according to the safety communication standards and the fault-oriented safety principle, so it has better practicality. The safe tail service is designed according to the safety communication standards and follows the fault-oriented safety principle to ensure that the communication data is safe and reliable.

[0039] In order to ensure the security and reliability of data transmission, this solution separates the tail safety information and regular business data, and uses encryption and CRC check in the processing and transmission of key information, ensuring the security and reliability of the system. It is suitable for railway automatic protection systems with extremely high safety requirements.

[0040] Figure 3 FIG. 3 is a flow chart showing a communication method 300 between a train tail device and a vehicle-mounted device according to an embodiment of the present invention. The method 300 is executed based on the train tail device as described above. Figure 3 As shown, in step S310, the tail device establishes a wireless network connection with the ATP on-board equipment and the locomotive on-board equipment through two LTE-M network channels respectively.

[0041] Specifically, the tail device and ATP on-board equipment respectively access network channel A and network channel B through the first LTE-M communication unit and the second LTE-M communication unit to transmit tail safety information; the tail device and locomotive on-board equipment respectively access network channel A and network channel B through the first LTE-M communication unit and the second LTE-M communication unit to transmit regular business data.

[0042] The first LTE-M communication unit and the second LTE-M communication unit adopt a hot standby redundant design. That is, the tail device communicates with the two wireless communication modules of the ATP on-board equipment through two network channels respectively, and the data of the dual network channels are transmitted simultaneously. When one network fails, the other network can ensure the normal transmission of data, and there is no need to switch tasks between the two channels. The tail device communicates with the two wireless communication modules of the locomotive equipment through two network channels respectively. When one network fails, the other network still maintains normal communication, thus ensuring the normal and reliable transmission of data.

[0043] In step S320, when receiving the communication command from the ATP on-board equipment, the tail device transmits the real-time collected wind pressure information, position information and speed information to the ATP on-board equipment, and performs auxiliary exhaust braking according to the exhaust command from the ATP on-board equipment.

[0044] When the tail device is connected to the ATP on-board equipment, a two-way authentication of the security protocol is performed, and a communication session is established after the authentication is passed. Two-way authentication can use security technologies such as keys or digital certificates. After the authentication is successful, an encrypted communication session is established between the tail device and the ATP on-board equipment to ensure the security and integrity of data transmission. The tail device is used to transmit the real-time collected tail wind pressure information, position information and speed information to the ATP on-board equipment, and perform auxiliary exhaust braking according to the exhaust command of the ATP on-board equipment.

[0045] Among them, the ATP on-board equipment automatically checks the integrity of the train according to the safety information received at the end of the train. If the integrity is lost, the train needs to stop for inspection. The tail device performs auxiliary exhaust braking according to the instructions of the ATP equipment. The tail device and the ATP on-board equipment communicate with each other according to the principle of fault-oriented safety, ensuring the reliability and safety of communication between the head and tail of the train.

[0046] The safety authentication protocol adopted by the tail device is based on the SIL4 standard and meets the requirements of the European EN 50126 / EN 50128 / EN50129 standards. Specifically, when the LTE-M wireless communication module of the tail device receives the communication command of the vehicle-mounted equipment, the LTE-M wireless communication module is used to transparently transmit to the core control unit according to the communication protocol between the LTE-M wireless communication module and the core control unit, and the core control unit is used to transparently transmit to the safety logic unit according to the communication protocol between the core control unit and the safety logic unit, and the safety logic unit is used to disassemble and decrypt the received data and send it to the core control unit for unpacking. The core control unit and the LTE-M wireless communication module are used to verify the integrity and accuracy of the data during transmission through a 32-bit CRC check algorithm.

[0047] Figure 4 FIG. 2 shows a schematic diagram of a secure tail service data receiving architecture according to an embodiment of the present invention. Figure 4 As shown, when the wireless communication unit of the safety train tail device receives the communication command of the ATP vehicle-mounted device, it transparently transmits the safety service message sent by the ATP vehicle-mounted device to the core control unit according to the communication protocol between the LTE-M wireless communication unit and the core control unit. After receiving the safety service message, the core control unit transparently transmits it to the safety logic unit according to the communication protocol between the core control unit and the safety logic unit.

[0048] During the entire message transmission process, the LTE-M wireless transmission unit and the core control unit do not disassemble or modify the communication messages sent by ATP, and use a 32-bit CRC checksum algorithm to ensure the integrity and accuracy of information transmission. The messages sent by the ATP on-board device are disassembled and decrypted by the security logic unit at the security layer and then sent to the core control unit for unpacking.

[0049] When the tail device sends a message to the on-board equipment, the core control unit packages the wind pressure information, position information and speed information and transmits them to the security logic unit. The security logic unit encapsulates the packaged information as tail security information and encrypts it according to the security protocol. The encrypted information is transmitted back to the core control unit, and the core control unit transparently transmits the wireless message to the wireless communication unit. The LTE-M wireless communication module is used for wireless transmission to the on-board equipment via the LTE-M network; the core control unit and the LTE-M wireless communication module are used to verify the integrity and accuracy of the data during transmission through the 32-bit CRC check algorithm.

[0050] Figure 5 FIG. 2 shows a schematic diagram of a secure tail service data transmission architecture according to an embodiment of the present invention. Figure 5As shown, when the safety tail device sends a wireless message, the core control unit packages the data information and transmits it to the safety logic unit. The safety logic unit encapsulates the packaged information into tail safety information and encrypts it according to the safety protocol, and then transmits the encrypted information to be sent back to the core control unit. The core control unit transparently transmits the wireless message to the wireless communication unit, which sends it to the ATP vehicle-mounted device through the LTE-M network after receiving it. Similarly, the core control unit and the wireless communication unit do not disassemble or modify the message to be sent, and the integrity and accuracy of the information transmission are guaranteed by the 32-bit CRC check algorithm.

[0051] Therefore, during the entire message transmission process, the LTE-M wireless communication module and the core control unit do not disassemble or modify the communication messages sent by the vehicle-mounted equipment. The integrity and accuracy of the information transmission are guaranteed by the 32-bit CRC check algorithm, ensuring that all safety-related processing tasks are completed by the safety logic unit. The core control unit performs non-safety data processing and does not involve safety logic processing, meeting the SIL4 standard requirement that there is no cross-border requirement between safety services and non-safety services.

[0052] In step S330, when receiving the query command from the locomotive onboard equipment, the tail device transmits the wind pressure information to the locomotive onboard equipment, and performs auxiliary exhaust braking according to the exhaust command from the locomotive onboard equipment.

[0053] As hot standby redundancy for the safety business at the end of the train, the conventional business functions at the end of the train are basically consistent with the safety business functions, which not only enhances the practicality of the equipment at the end of the train, but also provides a consistency judgment mechanism for the communication information of the equipment at the end of the train. The driver can query the wind pressure at the tail through the locomotive equipment and then complete the wind pressure information confirmation of the ATP equipment, that is, confirm the wind pressure at the tail through the locomotive equipment and the ATP equipment at the same time to ensure the accuracy of the queried wind pressure information.

[0054] More importantly, when the communication between the tail device and the ATP equipment is interrupted due to fault-induced safety reasons or other abnormal factors, the tail device can perform decompression slow parking and exhaust brake assisted parking through the locomotive platform equipment, avoiding the situation where the driver can only use mechanical devices to brake urgently.

[0055] Specifically, after a connection is established between the tail device and the locomotive onboard equipment, it is used to transmit wind pressure information to the locomotive onboard equipment when receiving a query command from the locomotive onboard equipment, and to perform auxiliary exhaust braking after receiving an exhaust command from the locomotive onboard equipment.

[0056] The tail wind pressure is queried through the locomotive platform on-board equipment and then the wind pressure information of the ATP on-board equipment is confirmed, that is, the tail wind pressure is confirmed by the locomotive platform equipment and the ATP equipment at the same time to ensure the accuracy of the queried wind pressure information; when the communication between the tail device and the ATP on-board equipment is interrupted due to fault-oriented safety reasons and other abnormal factors, the tail device can perform decompression slow parking and exhaust brake assisted parking through the locomotive platform on-board equipment, avoiding the situation where the driver can only use mechanical devices to brake urgently.

[0057] By simultaneously confirming the tail wind pressure information with the locomotive equipment and ATP equipment, the driver can ensure the accuracy and consistency of the information received. This double verification mechanism reduces operational errors caused by information errors.

[0058] In summary, the communication method between the train tail device and the vehicle-mounted equipment and the train tail device provided by the present invention can at least achieve the following technical effects: 1. Based on the LTE-M network, a dual-channel communication unit hot standby redundant design mechanism is used to transmit the safety tail service data and the regular tail service data, avoiding the communication interruption caused by the switching delay of the wireless communication module and ensuring the stability of data transmission; 2. The safety tail-of-train service and the conventional tail-of-train service are integrated into a design that provides a consistency judgment mechanism for wireless communication information between the tail-of-train device and the on-board equipment. The safety tail-of-train service is designed in accordance with the SIL4 standard, which enhances the safety and stability of the head-to-tail communication of the train and the flexibility of train control.

[0059] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0060] Similarly, it should be understood that in order to streamline the present disclosure and aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of the present invention, the various features of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. However, this disclosed method should not be interpreted as reflecting the following intention: that the claimed invention requires more features than the features explicitly recited in each claim. More specifically, as reflected in the claims below, inventive aspects lie in less than all the features of the individual embodiments disclosed above. Therefore, the claims that follow the specific embodiment are hereby expressly incorporated into the specific embodiment, with each claim itself serving as a separate embodiment of the present invention.

[0061] Those skilled in the art will appreciate that the modules or units or components of the devices in the examples disclosed herein may be arranged in the devices described in the embodiment, or alternatively may be located in one or more devices different from the devices in the examples. The modules in the foregoing examples may be combined into one module or may be divided into multiple submodules.

[0062] Those skilled in the art will appreciate that the modules in the devices in the embodiments may be adaptively changed and arranged in one or more devices different from the embodiments. The modules or units or components in the embodiments may be combined into one module or unit or component, and further may be divided into a plurality of submodules or subunits or subcomponents. All features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device so disclosed may be combined in any combination, except that at least some of such features and / or processes or units are mutually exclusive. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

[0063] In addition, some of the embodiments are described herein as methods or combinations of method elements that can be implemented by a processor of a computer system or by other devices that perform the functions. Therefore, a processor with necessary instructions for implementing the method or method elements forms a device for implementing the method or method elements. In addition, the elements described herein of the device embodiments are examples of devices for implementing the functions performed by the elements for the purpose of implementing the invention.

[0064] As used herein, unless otherwise specified, the use of ordinal numbers "first," "second," "third," etc. to describe common objects merely indicates that different instances of similar objects are involved, and is not intended to imply that the objects so described must have a given order in time, space, order, or in any other manner.

[0065] Although the present invention has been described according to a limited number of embodiments, it will be apparent to those skilled in the art, with the benefit of the above description, that other embodiments may be envisioned within the scope of the invention thus described. In addition, it should be noted that the language used in this specification is selected primarily for readability and teaching purposes, rather than for explaining or defining the subject matter of the present invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. The disclosure of the present invention is illustrative and not restrictive with respect to the scope of the present invention, and the scope of the present invention is defined by the appended claims.

Claims

1. A communication method between a train tail device and a vehicle-mounted device, characterized in that: include: The tail device establishes wireless network connection with the ATP on-board equipment and the locomotive on-board equipment through two LTE-M network channels respectively; When receiving the communication command of the ATP on-board device, the real-time collected rear wind pressure information, position information and speed information are transmitted to the ATP on-board device, and the auxiliary exhaust brake is performed according to the exhaust command of the ATP on-board device; When a query command from the locomotive platform onboard equipment is received, the wind pressure information is transmitted to the locomotive platform onboard equipment, and auxiliary exhaust braking is performed according to the exhaust command from the locomotive platform onboard equipment.

2. The communication method between the tail device and the vehicle-mounted equipment according to claim 1, characterized in that: The steps of establishing a wireless network connection between the tail device and the ATP on-board device and the locomotive on-board device through two LTE-M network channels respectively include: The tail device and the ATP vehicle-mounted equipment respectively access the A network channel and the B network channel through the first LTE-M communication unit and the second LTE-M communication unit to transmit the tail safety information; The tail device and the locomotive onboard equipment respectively access network channel A and network channel B through the first LTE-M communication unit and the second LTE-M communication unit to transmit regular business data. The first LTE-M communication unit and the second LTE-M communication unit adopt a hot standby redundant design.

3. The communication method between the tail device and the vehicle-mounted equipment according to claim 1, characterized in that: When receiving the communication command of the ATP on-board device, the real-time collected rear wind pressure information, position information and speed information are transmitted to the ATP on-board device, and the step of performing auxiliary exhaust braking according to the exhaust command of the ATP on-board device includes: When the LTE-M wireless communication module of the tail device receives the communication message of the ATP vehicle-mounted device, it is transparently transmitted to the core control unit according to the communication protocol between the LTE-M wireless communication module and the core control unit; The core control unit transparently transmits the communication message to the security logic unit according to the communication protocol between the core control unit and the security logic unit; The security logic unit performs security layer disassembly and decryption on the communication message and sends it to the core control unit for unpacking; When the tail device sends a wireless message, the core control unit packages the non-safety information in the wireless message and transmits it to the safety logic unit; The security logic unit performs a supplementary package of the tail security information on the packaged information, encrypts it according to the security protocol, and transmits the encrypted information back to the core control unit; The core control unit transparently transmits the encrypted information to the LTE-M wireless communication module, and sends it to the ATP vehicle-mounted device through the LTE-M network.

4. The communication method between the tail device and the vehicle-mounted equipment according to claim 1, characterized in that: The step of transmitting wind pressure information to the locomotive platform onboard equipment when receiving a query command from the locomotive platform onboard equipment and performing auxiliary exhaust braking according to the exhaust command of the locomotive platform onboard equipment comprises: While the tail device communicates with the ATP on-board device, receiving the communication command information of the locomotive on-board device; Compare the wind pressure information obtained by the locomotive equipment with the wind pressure information obtained by the ATP on-board equipment to determine whether the wind pressure information obtained by the two on-board equipment is consistent, which serves as one of the bases for the driver to stop and check; When the ATP on-board equipment fails, auxiliary exhaust braking is performed according to the exhaust command of the locomotive platform on-board equipment.

5. A tail device, characterized in that: include: Core control unit, safety logic unit, LTE-M wireless communication module, exhaust brake unit, wind pressure detection unit, speed measurement and positioning unit and display unit, the tail device respectively establishes network connection with ATP on-board equipment and locomotive platform on-board equipment through the LTE-M wireless communication module; The wind pressure detection unit is used to collect wind pressure information at the rear of the train in real time; the speed measurement and positioning unit is used to obtain the position information and speed information of the tail device in real time; the wind pressure detection unit and the speed measurement and positioning unit are respectively connected to the safety logic unit, and the safety logic unit is used to obtain the wind pressure information, position information and speed information through the wind pressure detection unit and the speed measurement and positioning unit; the core control unit is used to transparently transmit the tail safety information containing the wind pressure information, position information and speed information and parse and process non-safety information; The security logic unit is used to encrypt, encapsulate or decrypt the non-security information parsed and processed by the core control unit and the transparent tail security information; The safety logic unit, the exhaust brake unit, the display unit and the LTE-M wireless communication module are respectively connected to the core control unit; the exhaust brake unit is used to control the exhaust brake operation at the rear of the train; the display unit is used to display working status information; the LTE-M wireless communication module includes a first LTE-M communication unit and a second LTE-M communication unit, the first LTE-M communication unit and the second LTE-M communication unit adopt a hot standby redundant design, and access the LTE-M network through two network channels respectively, and are used to simultaneously transmit the tail safety information and regular business data through the two network channels.

6. The tail device according to claim 5, characterized in that: After the tail-of-train device establishes a connection with the ATP on-board equipment, a two-way authentication of the security protocol is performed, and a communication session is established after the authentication is passed; the tail-of-train device is used to transmit the real-time collected tail-of-train wind pressure information, position information and speed information to the ATP on-board equipment, and perform auxiliary exhaust braking according to the exhaust command of the ATP on-board equipment; after the tail-of-train device establishes a connection with the locomotive platform on-board equipment, it is used to transmit the wind pressure information to the locomotive platform on-board equipment when receiving a query command from the locomotive platform on-board equipment, and perform auxiliary exhaust braking after receiving the exhaust command from the locomotive platform on-board equipment.

7. The tail device according to claim 5, characterized in that: When the tail device receives the communication command from the ATP on-board equipment, the LTE-M wireless communication module is used to transparently transmit wireless messages to the core control unit according to the communication protocol between the LTE-M wireless communication module and the core control unit, and the core control unit is used to transparently transmit wireless messages to the security logic unit according to the communication protocol between the core control unit and the security logic unit, and the security logic unit is used to disassemble and decrypt the received wireless message and send it to the core control unit; the core control unit and the LTE-M wireless communication module are used to verify the integrity and accuracy of the data during the transmission process through a 32-bit CRC verification algorithm.

8. The tail device according to claim 5, characterized in that: When the tail device sends a message to the ATP vehicle-mounted equipment, the core control unit is used to package the non-security information in the message and transmit it to the security logic unit; the security logic unit is used to supplement the packaged message with tail security information and encrypt it, and return the encrypted message to the core control unit; the core control unit is used to transparently transmit the encrypted message to the LTE-M wireless communication module; the LTE-M wireless communication module is used to wirelessly transmit it to the ATP vehicle-mounted equipment via the LTE-M network; the core control unit and the LTE-M wireless communication module are used to verify the integrity and accuracy of the data during the transmission process through a 32-bit CRC verification algorithm.

9. The tail device according to claim 5, characterized in that: The tail-of-train device and the ATP on-board equipment simultaneously transmit safety tail-of-train service data through two different network channels, and the tail-of-train device and the locomotive on-board equipment simultaneously transmit conventional tail-of-train service data through two different network channels; the two different network channels are connected through the LTE-M network, and when one network channel fails, the other network channel maintains data transmission.

10. The tail device according to claim 5, characterized in that: The LTE-M wireless communication module accesses the LTE-M network via a rod-shaped antenna feed line and a plate-shaped antenna feed line; the core control unit has a built-in recording unit for recording and storing the working status and working process information of the tail device.

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