High-reliability communication system and method based on distributed power locomotive

Abstract

The invention provides a high-reliability communication system and method based on a distributed power locomotive, and belongs to the technical field of communication control. The problems of communication interruption and the like existing in the current locomotive wireless reconnection communication switching are solved; comprising wireless synchronous control communication equipment arranged on a master control locomotive and each slave locomotive in a distributed power locomotive, and an LTE communication base station, an LTE ground marshalling master and standby server, a GSM-R communication base station, a GSM-R ground marshalling master and standby server and a data transfer radio communication base station which are arranged on the ground and a server side. A set of wireless synchronous control communication equipment is configured at each of an A section and a B section of a locomotive, and the wireless synchronous control communication equipment comprises three DTE equipment, namely a data transfer radio communication unit, a GSM-R communication unit and an LTE communication unit; the method is applied to train wireless communication.

Description

Technical Field

[0001] The present invention provides a high-reliability communication system and method based on a distributed power locomotive, belonging to the technical field of communication control. Background Art

[0002] At present, the wireless reconnection system uses the GSM-R wireless communication network based on base station communication, the LTE mobile broadband communication network and the data transmission radio based on space wave transmission for wireless reconnection communication. Figure 1 As shown in the figure, the locomotive on the left is the master locomotive (master locomotive), the locomotive in the middle is the slave locomotive (slave locomotive), and the vehicles are between the master locomotive and the slave locomotive. The master locomotive sends control instructions to the slave locomotive through wireless communication, and the slave locomotive receives the control instructions from the master locomotive and returns its own status or request information to the master locomotive. The hardware configuration and network topology of the wireless synchronous control system of distributed power locomotives in a locomotive are as follows Figure 2 shown.

[0003] The wireless synchronous control system of distributed power locomotives has three wireless communication modes to choose from: digital radio communication, GSM-R communication and LTE communication. The communication units of the three wireless communication modes all use RS422 to communicate with the synchronous control unit RCU. The GSM-R and LTE communication units also communicate redundantly with the synchronous control unit RCU through Ethernet. You can choose only one of the three wireless communication modes or multiple modes for coordinated communication, which are redundant to each other.

[0004] It is stipulated that the end where the crew inserts the electric key is the operating end of the locomotive, and the end where the electric key is not inserted is the non-operating end of the locomotive.

[0005] When performing GSM-R communication, the operating end GSM-R is in a registered state and performs data transmission and reception, while the non-operating end GSM-R is in an online state and does not perform wireless communication data transmission and reception. Therefore, when performing GSM-R communication, the master locomotive and the slave locomotive only perform data communication at the registered end.

[0006] When conducting radio communication, the A section radio and the B section radio of the same locomotive are at different frequency points of the 800M frequency band respectively, and the A section radio of the master locomotive and the A section radio of the slave locomotive are at the same frequency point, and the same applies to the B section radio. Therefore, when conducting radio communication, the master locomotive and the slave locomotive communicate with each other as section A to section A, and section B to section B.

[0007] The paper "Research on Redundant Backup Scheme of Locomotive Synchronous Control System Based on GSM-R" introduces and analyzes the general principles and data transmission process of GSM-R data transmission. The switching process between GSM-R and 800M communication modes of the Daqin Line Synchronous Control System described in the paper is essentially different from the GSM-R and 800M full-duplex communication scheme involved in the present invention (i.e. GSM-R and 800M communications are enabled simultaneously from beginning to end without switching). The redundant backup scheme for the ground application nodes of the Daqin Line GSM-R core network and locomotive synchronous control system described in the paper, as well as the corresponding system operation strategy, refers to the use of a dual-network structure for the wireless network of the entire line, that is, setting up two sets of base station equipment (including pipeline repeaters, power supplies, etc.) at each location, realizing the overlapping coverage of the wireless field strength of the ground main layer and the backup layer, and on this basis, exploring the management and control effects of different MSC and BSC connection topologies on the main layer and the backup layer.

[0008] The "Redundant Control Method for Data Channels of Locomotive Dual-End Wireless Synchronous Control Communication Equipment" proposes a redundant control method for selecting three communication modes or combinations of LTE-R, GSM-R or digital radio according to the actual application environment of the combined train. The combined communication modes include LTE-R communication unit and GSM-R communication unit, GSM-R communication unit and digital radio unit, LTE-R communication unit and digital radio unit. In combination communication, only one communication mode is used at a time. If the other communication mode is not a radio, only the device is enabled but the data received by the device is not used; if the other communication mode is a radio, it remains silent. After the enabled communication mode has not received data for several consecutive cycles, another communication mode is enabled. When the originally interrupted communication mode resumes communication, the data of the original communication mode is used, and the data of the backup communication mode is not used. If the backup communication mode is a radio, the radio will be disabled. Therefore, different communication modes in this patent will still use different communication protocols suitable for different devices.

[0009] "A locomotive wireless synchronous control communication platform and method" discloses a locomotive wireless synchronous control communication platform and method, which integrates 5G-R, LTE, GSM-R, and digital radio communication methods, and can be applied to locomotives on different lines. It can automatically select the appropriate communication method according to the communication conditions on the ground of the line section, and the remaining communication methods are used as redundancy. Therefore, it is different from the scope of the present invention that all communication methods are enabled in real time. Summary of the invention

[0010] In order to solve the above technical problems, the present invention proposes a high-reliability communication system and method based on a distributed power locomotive.

[0011] The technical solution adopted by the present invention is: a high-reliability communication system based on a distributed power locomotive, including wireless synchronous control communication equipment arranged on a master locomotive and each slave locomotive in the distributed power locomotive, and LTE communication base stations, LTE ground marshaling master and standby servers, GSM-R communication base stations, GSM-R ground marshaling master and standby servers, and data transmission radio communication base stations arranged on the ground and the service end. A double-end configuration method is adopted during the deployment, and a set of wireless synchronous control communication equipment is respectively configured on the AB sections of the locomotive. The wireless synchronous control communication equipment includes three DTE devices: a data transmission radio communication unit, a GSM-R communication unit, and an LTE communication unit. The communication units of the three wireless communication methods all communicate with the synchronization control unit RCU in the RS422 method. The GSM-R communication unit and the LTE communication unit also perform redundant communication with the synchronization control unit RCU through Ethernet at the same time. The wireless synchronous control communication equipment of the AB sections of the locomotive communicate with each other through Ethernet. The three wireless communication modes can select only one or multiple of them for coordinated communication, which are redundant to each other.

[0012] The wireless synchronous control communication device also includes a braking control unit, a display unit and a central control unit. The braking control unit, the display unit and the central control unit are all connected to the synchronous control unit RCU.

[0013] The active and standby redundancy of the GSM-R ground marshaling master and standby servers and the LTE ground marshaling master and standby servers includes the active and standby redundancy of the PRI interface unit server, the marshaling control unit server, the recording unit server and related equipment.

[0014] Real-time communication is carried out between the main server and the backup server of the GSM-R ground marshaling server and the LTE ground marshaling server.

[0015] A high-reliability communication method based on a distributed power locomotive, based on a high-reliability communication system based on a distributed power locomotive, comprises the following steps: S1: Start the locomotives and start the wireless synchronous control communication equipment on each locomotive; S2: Wireless reconnection marshaling is completed between locomotives; S3: Establishing two-way communication between the master locomotive and the slave locomotive: Under normal operation, a single wireless communication mode or a combined communication mode is selected to realize communication between the master locomotive and the slave locomotive; When the combined communication mode is selected, the master locomotive and the slave locomotive communicate with each other using a fusion full-duplex real-time communication mode. The specific communication steps include: S3.1: Data transmission from the slave locomotive: In each transmission cycle, the DTE device of the slave locomotive transmits data frames with the same frame sequence number, as well as different path information, locomotive A section or B section signal through different communication paths, and transmits the data after CRC verification; S3.2: Master locomotive receives data: After the DTE device of the master locomotive receives data from different communication paths in the air in real time, it parses the data frame according to the protocol, and divides the data into packets according to different sources, and then sends it to the synchronization control unit RCU of the master locomotive; S3.3: The synchronous control unit RCU of the master locomotive performs data processing.

[0016] Under normal operation, the DTE equipment at the operating end of each locomotive is in a registered state and is responsible for wireless communication data transmission and reception services, while the DTE equipment at the non-operating end is connected to the Internet and does not perform wireless communication data transmission and reception.

[0017] The combined communication mode includes GSM-R+800M radio combined communication or LTE+800M radio combined communication or GSM-R+LTE+800M radio full-mode communication mode, wherein the GSM-R+LTE+800M radio full-mode communication mode is an optional solution; When the GSM-R+800M radio combination communication mode is adopted, under normal operation, the GSM-R communication unit at the operating end of each locomotive is in the registered state and undertakes the wireless communication data receiving and sending business, while the GSM-R communication unit at the non-operating end is connected to the Internet and does not receive and send wireless communication data; the locomotive A section radio and B section radio are always enabled and send and receive data uninterruptedly; When using the LTE+800M radio combination communication mode, under normal operating conditions, the LTE communication unit at the operating end of each locomotive is in a registered state and is responsible for wireless communication data reception and transmission services, while the LTE communication unit at the non-operating end is connected to the Internet and does not perform wireless communication data reception and transmission; the locomotive A section radio and B section radio are always enabled and continuously receive and transmit data.

[0018] When the DTE device on the operation end fails: The corresponding DTE device status of the non-operating end is changed to registered, and it takes over the DTE device of the operating end to perform wireless data air transmission. At this time, the synchronous control unit RCU of the operating end communicates with the synchronous control unit RCU of the non-operating end through the Ethernet between the AB sections of the locomotive, and the synchronous control unit RCU of the non-operating end communicates with the DTE device of the non-operating end. At this time, the synchronous control unit RCU of the operating end assumes the control task, and the synchronous control unit RCU of the non-operating end assumes the data transmission task; When the DTE device at the operating end returns to normal, it re-registers and assumes the wireless communication data air transmission service, and the DTE device at the non-operating end exits, switches to the online state, and remains silent; When the synchronous control unit RCU of the operation end fails: The non-operating end synchronization control unit RCU assumes the wireless reconnection control task, and at the same time, the non-operating end DTE device changes to the registered state and performs wireless data transmission; When the synchronous control unit RCU of the operating end returns to normal, it assumes the wireless reconnection control task again and controls the DTE device at this end to perform wireless data transmission. The synchronous control unit RCU of the non-operating end does not participate in the wireless reconnection control service, and the DTE device at the non-operating end switches to the online state and does not perform wireless data transmission.

[0019] The data frame includes a frame header, data size, frame sequence number, locomotive A / B section, communication path, data area, check value and frame tail, where the frame sequence number is used to indicate the newness of the data, and the communication path is used to indicate whether the data is sent by a GSM-R communication unit, a digital radio communication unit or an LTE communication unit.

[0020] In step S3.3, the data processing performed by the synchronization control unit RCU of the master locomotive includes: 1) Data rewind processing: The wireless reconnection data reception adopts the principle of retaining the latest frame number and discarding the old frame number to receive data. The error discard of frame 0 is realized by defining the difference, where the difference Δ x The expression is as follows: Δ x =( X n - X l + X m +1)%( X m +1); In the above formula: X n is the new frame number, X l is the previous frame number, X m is the maximum value of the frame number; 2) Data buffering; 3) Data reading and verification; 4) Data processing and selection of different communication paths; 5) Judgment of communication interruption.

[0021] The beneficial effects of the present invention compared with the prior art are as follows: 1. It avoids the short-term alarm of communication abnormality caused by the switching of communication links during the operation of distributed power locomotives, reduces the crew's thinking about false alarm faults, and improves driving efficiency; at the same time, it avoids the delay of the slave locomotive receiving the master locomotive's instructions during the communication link switching due to the long communication link switching time, thereby reducing the synchronization of the synchronous control system and worsening the train dynamics performance; 2. The hot standby redundancy function of the on-board AB section wireless reconnection system avoids the situation where a single point failure causes the train to degrade operation, or even protective parking or decommissioning into a unit train, thereby improving the system robustness and the efficiency of heavy-load freight transport; 3. The active-standby redundancy of the ground marshaling server realizes the maximum availability of the marshaling server, reduces the frequency of communication interruption or paralysis caused by server failure, and also ensures that the ground marshaling server can still provide normal services to the outside world when a single server is repaired or upgraded, thereby improving its utilization efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be further described below in conjunction with the accompanying drawings: Figure 1 It is a schematic diagram of the existing distributed power locomotive wireless reconnection communication structure; Figure 2 System configuration and network topology diagram for existing single locomotives; Figure 3 The optimized system configuration and network topology diagram of a single locomotive proposed by the present invention; Figure 4 It is a structural diagram of the operation end communication system failure; Figure 5 It is a structural diagram of the failure of the wireless reconnection control system at the operating end; Figure 6 Flow chart for converged full-duplex communication; Figure 7 This is the active-standby redundancy topology diagram of the GSM-R marshaling server. DETAILED DESCRIPTION

[0023] like Figures 3 to 7 As shown, the present invention provides a highly reliable communication system based on distributed power locomotives, which optimizes the existing single locomotive system configuration and network topology, such as Figure 3 As shown, Figure 3 The scheme shown in Figure 2 On this basis, LTE communication equipment is added to the locomotive, and LTE communication base stations, LTE marshalling servers and their related cables and accessories are added on the ground and service ends respectively.

[0024] In actual application, considering the cost of communication network construction, the GSM-R+800M radio combination communication or LTE+800M radio combination communication solution can be adopted, and the GSM-R+LTE+800M radio full mode communication solution is an optional solution. This embodiment is described by taking the GSM-R+800M radio solution as an example.

[0025] When using the combined communication solution, GSM-R communication and 800M communication adopt a fused full-duplex communication mode, that is, the two communication links are enabled in real time, so there is no cumbersome logic of communication link switching, eliminating switching anomalies that may occur during communication link switching, and communication loss false alarms that may occur during normal link switching, thereby greatly improving communication efficiency and stability.

[0026] The hardware redundant communication scheme is described below.

[0027] When the wireless reconnection system is operating normally: like Figure 3 As shown, the communication method when the system is operating normally is as follows: 1. The GSM-R status of the operating end is registered, and it undertakes wireless communication data receiving and sending services; the GSM-R status of the non-operating end is connected to the Internet, and it does not send or receive wireless communication data; 2. The locomotive's A and B radio stations are always enabled, sending and receiving data continuously.

[0028] When the vehicle operation terminal DTE fails: The vehicle system operation terminal communication system failure Figure 4 As shown, the red part represents the fault; Take the GSM-R system failure as an example to explain: GSM-R communication system failures at the vehicle operating end include but are not limited to: GSM-R device chassis failure, GSM-R board failure, RS422 cable failure, GSM-R board failure of RCU equipment, etc.

[0029] When the GSM-R system at the operating end fails, the GSM-R device at the non-operating end changes to registered status and takes over the GSM-R device at the operating end for wireless data air transmission. At this time, the RCU at the operating end communicates with the RCU at the non-operating end through the Ethernet between the AB sections of the locomotive, and the RCU at the non-operating end communicates with the GSM-R at the non-operating end. At this time, the RCU at the operating end assumes the control task, and the RCU at the non-operating end assumes the data transmission task.

[0030] When the operating end GSM-R device returns to normal, it re-registers and assumes the wireless communication data air transmission service. The non-operating end GSM-R exits, switches to the online state, and remains silent.

[0031] When the vehicle-mounted operating terminal RCU fails: The wireless reconnection control system failure of the vehicle system operation end is as follows Figure 5 As shown, the red part represents the fault; When the RCU at the operating end fails, the RCU at the non-operating end assumes the wireless reconnection control task, and the GSM-R at the non-operating end changes to the registered state for wireless data transmission.

[0032] When the RCU at the operating end returns to normal, it assumes the wireless reconnection control task again and controls the GSM-R at the local end to perform wireless data transmission. The RCU at the non-operating end does not participate in the wireless reconnection control service, and the DTE-G and DTE-L devices at the non-operating end are switched to the online state and do not perform wireless data transmission.

[0033] Fusion full-duplex real-time communication solution: After the wireless reconnection marshaling is completed, the master locomotive and the slave locomotive establish two-way communication. In order to be able to determine at the receiving end whether the received data is from GSM-R or the radio, and from which locomotive's radio, the fused full-duplex data frame sent by the locomotive should contain the above communication path and other information, and a fused full-duplex real-time communication protocol is formulated. The main data frame format of the protocol is shown in Table 1 below: Table 1.

[0034] in: Data size: the vertical number of data bytes excluding the frame header, data size, checksum, and frame tail; Frame number: a number that increases by +1 to identify the newness or oldness of data; Communication path: used to indicate whether the data is sent via GSM-R, radio communication or LTE; Check value: the check result after CRC cyclic redundancy check.

[0035] Taking the slave locomotive sending data and the master locomotive receiving data as an example, the specific communication process is as follows: Figure 6 As shown, Figure 6 The logical operations and data processing are all performed in the RCU that is responsible for the wireless reconnection control task.

[0036] The converged full-duplex communication process mainly includes the following steps: 1. Data transmission from the DTE device of the controlled locomotive In each sending cycle, the data frames sent by the slave locomotive DTE device through different communication paths have the same frame sequence number, as well as different path information (GSM-R or radio), locomotive section A or section B information, and the data is sent out after CRC verification.

[0037] 2. The DTE device of the master locomotive receives data After the master locomotive DTE receives different communication path data from the air in real time, it parses the communication path information in the data frame according to the protocol, and divides the data into packets according to different sources, and then sends it to the master locomotive RCU.

[0038] 3. The RCU of the master locomotive performs data processing, including the following steps: 1) Data wrapping processing Wireless reconnection data reception adopts the principle of retaining the latest frame number and discarding the old frame number for data reception. Assuming that the data size corresponding to the frame number is 2 bytes, the range it can represent is 0~65535. When using the principle of retaining the latest frame number for judgment, in general, the larger the frame number, the newer the data, but there is a special case for frame number jumps: when the frame number is 65535, it will return to 0 after adding 1, so there is a problem. After receiving frame 65535, frame 0 is received. Since 0<65535, frame 0 is mistakenly discarded as an old frame. At this time, there needs to be a method to avoid this misjudgment. Therefore, the present invention proposes a frame number wraparound processing mechanism, and its specific principle is: Define the difference calculation formula: Δ x =( X n - X l )%( X m +1); in: X n is the new frame number, X l is the previous frame number, X m The maximum value of the frame number.

[0039] Since the frame numbers are continuous, a threshold needs to be set. The threshold should be less than half of the number space. For example, in the range of 0 to 65535, the threshold can be 32768. x When it is less than or equal to this threshold, it means that the new frame number is new; if it is greater than the threshold, it is considered that wraparound has occurred and the new frame number is actually old. The following is an example of the application of this formula: Example 1: A new frame is received when the frame number increases normally without jumping: After receiving frame 1234, frame 1237 is received. Then: Δ x =(1237-1234)%(65535+1)=3%65536=3; Since the difference 3 is less than the threshold 32768, it can be determined that frame 1237 is a new frame.

[0040] Example 2: The old frame is received when the frame number increases normally without jumping: After receiving frame 1234, frame 1230 is received, then: Δ x =(1230-1234)%(65535+1)=-4%65536=65532; Since the difference value 65532 is greater than the threshold value 32768, it can be determined that frame 1230 is an old frame.

[0041] Example 3: A new frame is received when the frame number increases normally and there is a jump: After receiving frame 65535, frame 1 is received immediately, then: Δ x =(1-65535)%(65535+1)=-65534%65536=2; Since the difference 2 is less than the threshold 32768, it can be determined that frame 1 is a new frame.

[0042] Example 4: When the frame number increases normally and changes, an old frame is received: After receiving frame 2, frame 65534 is received immediately. Then: Δ x =(65534-2)%(65535+1)=65532%65536=65532; Since the difference 65532 is greater than the threshold 32768, it can be determined that frame 65534 is an old frame.

[0043] In the above four examples, the calculations of Example 2 and Example 3 are both: negative number % 65536, that is, the dividend is a negative number and the divisor is a positive number. However, the calculation results of this situation are different in different programming languages ​​and computing platforms: a) In Python, the result of a modulo operation always has the same sign as the divisor: -4%65536=65532.

[0044] b) C language: Before the C99 standard, the C language standard did not explicitly specify the result of the modulo operation of negative numbers, which may cause different compilers to give different results. However, after C99, the standard stipulates that the result of the modulo operation should be consistent with the sign of the dividend, that is: -4%65536=-65532.

[0045] c) In C++, the result of a modulo operation has the same sign as the dividend; d) The modulo operator in Java is similar to that in C99 and later, and the sign of the remainder is the same as the sign of the dividend; e) JavaScript: The sign of the result of the modulo operation in JavaScript is the same as the dividend.

[0046] Therefore, -4%65536 will be equal to -65532 in the above cases b), c), d), and e). In the above 4 examples, it will affect the judgment in Example 2: because -65532<32768, the previous old frame will be judged as a new frame, which will lead to immeasurable consequences.

[0047] To solve the above problem, redefine the difference calculation formula: Δ x =( X n - X l + X m +1)%( X m +1); Simplifying this formula: Δ x =( X n - X l + X m +1)%( X m +1) =( X n - X l )%( X m +1)+( X m +1)%( X m +1) =( X n - X l )%( X m +1)+0 =( X n - X l )%( X m +1); Therefore, the redefinition of the difference calculation formula has the same function as the previous one, but the formula will perform a modulo operation between positive numbers when the sequence number wraps around, thus avoiding the appearance of negative results. After verification, the formula can correctly judge the situations in the above four examples.

[0048] 2) Data Buffering The data frames after the wraparound processing are stored in data buffers of different communication paths in the order of frame sequence numbers from new to old, through their own communication path identifiers.

[0049] 3) Data reading and verification The latest frame of data is taken from all data buffers respectively, and a CRC check is performed. If the check passes, the next step is performed. If the check fails, the previous frame of data is taken from the data frame buffer again and the check is performed again.

[0050] 4) Data processing and selection of different communication paths Due to the difference in communication cycles, different communication paths may have the latest frame number of one path as 1 and the latest frame number of another path as 65535. Therefore, data rewinding is required again. After processing, the latest data on different paths is selected according to the frame number. If the data frame numbers of different paths are the same, the priority of GSM-R> active radio> standby radio is selected.

[0051] 5) Communication interruption judgment For the finally selected data, life signal judgment is performed according to its frame sequence number. If the communication interruption time is less than the interruption threshold, the processed data is applied to the decision support system for vehicle control. Otherwise, the communication frame remains unchanged from the previous frame and the communication interruption protection mechanism is triggered.

[0052] Ground-side marshaling server master-slave redundant communication solution In the grouping server part, set the main server and backup server for the GSM-R grouping server. The specific topology is as follows Figure 7 As shown, the active / standby redundancy of the GSM-R and LTE marshaling servers includes but is not limited to the active / standby redundancy of related equipment such as the PRI interface unit server, the marshaling control unit server, and the recording unit server.

[0053] During operation, the primary server and the backup server are enabled at the same time, and there is real-time communication between the two. The services run by the two servers include but are not limited to: 1) GSM-R network access; 2) Security certification; 3) Device registration and deregistration; 4) Link forwarding; 5) Wireless communication session group establishment and cancellation; 6) Data recording; 7) Active / standby redundancy switching.

[0054] Converged communication functions: The active server and the standby server communicate in real time, and all service information between the two is shared. When one of their services is abnormal, the service data of the other party can be used.

[0055] Active / standby switching process: 1) During normal operation, the data of the main server is used as external business data; 2) When all services of the primary server are abnormal or down, the backup server will be put into use without any sense, taking over the original business of the primary server and conducting external communications; 3) Based on 2), when part or all of the services of the primary server resume normal operation, it will immediately take over the restored services and assume the external communication function. The services that have not been restored will still use the data of the backup server. The backup server only runs the abnormal services that have not been restored by the primary server and does not output data to the outside. 4) When all services on the primary server are restored to normal, no data on the backup server will be used.

[0056] In summary, the technical problems that can be solved by the present invention, the technical means adopted, and the corresponding effects achieved are shown in Table 2 below: Table 2.

[0057] Compared with the "Research on Redundant Backup Scheme of Locomotive Synchronous Control System Based on GSM-R", the redundancy of the marshaling server involved in the present invention is the redundancy of the PRI interface unit server, marshaling control unit server A, marshaling control unit server B, recording unit server A, recording unit server B and other servers in the upper-level marshaling server connected to the MSC through the EI interface. Therefore, the redundancy object described in the paper is different from the redundancy object described in the present invention.

[0058] Compared with the "Redundant Control Method for Data Channels of Locomotive Dual-End Wireless Synchronous Control Communication Equipment", the present invention will enable multiple communication modes at the same time, there is no switching between different communication modes, and there is no shutting down of a certain communication device; since multiple communication modes are enabled at the same time, the communication protocols of different communication modes are unified, that is, the full-duplex real-time communication protocol is integrated.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A highly reliable communication system based on a distributed power locomotive, characterized in that: It includes wireless synchronous control communication equipment arranged on the master locomotive and each slave locomotive in the distributed power locomotive, and LTE communication base stations, LTE ground marshaling master and standby servers, GSM-R communication base stations, GSM-R ground marshaling master and standby servers, and data transmission radio communication base stations arranged on the ground and the service end. The dual-end configuration method is adopted during the deployment. A set of wireless synchronous control communication equipment is respectively configured on the AB sections of the locomotive. The wireless synchronous control communication equipment includes three DTE devices: a data transmission radio communication unit, a GSM-R communication unit, and an LTE communication unit. The communication units of the three wireless communication methods all communicate with the synchronous control unit RCU in the RS422 method. The GSM-R communication unit and the LTE communication unit also communicate redundantly with the synchronous control unit RCU through Ethernet. The wireless synchronous control communication equipment of the AB sections of the locomotive communicate with each other through Ethernet. The three wireless communication modes can select only one or multiple of them for coordinated communication, which are redundant to each other.

2. A high-reliability communication system based on a distributed power locomotive according to claim 1, characterized in that: The wireless synchronous control communication device also includes a braking control unit, a display unit and a central control unit. The braking control unit, the display unit and the central control unit are all connected to the synchronous control unit RCU.

3. The high-reliability communication system based on a distributed power locomotive according to claim 1, characterized in that: The active and standby redundancy of the GSM-R ground marshaling master and standby servers and the LTE ground marshaling master and standby servers includes the active and standby redundancy of the PRI interface unit server, the marshaling control unit server, the recording unit server and related equipment.

4. A high-reliability communication system based on a distributed power locomotive according to claim 3, characterized in that: Real-time communication is carried out between the main server and the backup server of the GSM-R ground marshaling group and the main server and the backup server of the LTE ground marshaling group.

5. A high-reliability communication method based on a distributed power locomotive, based on the high-reliability communication system based on a distributed power locomotive as claimed in any one of claims 1 to 4, characterized in that: The following steps are involved: S1: Start the locomotives and start the wireless synchronous control communication equipment on each locomotive; S2: Wireless reconnection marshaling is completed between locomotives; S3: Establishing two-way communication between the master locomotive and the slave locomotive: Under normal operation, a single wireless communication mode or a combined communication mode is selected to realize communication between the master locomotive and the slave locomotive; When the combined communication mode is selected, the master locomotive and the slave locomotive communicate with each other using a fusion full-duplex real-time communication mode. The specific communication steps include: S3.1: Data transmission from the slave locomotive: In each transmission cycle, the DTE device of the slave locomotive transmits data frames with the same frame sequence number, as well as different path information, locomotive A section or B section signal through different communication paths, and transmits the data after CRC verification; S3.2: Master locomotive receives data: After the DTE device of the master locomotive receives data from different communication paths in the air in real time, it parses the data frame according to the protocol, and divides the data into packets according to different sources, and then sends it to the synchronization control unit RCU of the master locomotive; S3.3: The synchronous control unit RCU of the master locomotive performs data processing.

6. A highly reliable communication method based on a distributed power locomotive according to claim 5, characterized in that: Under normal operation, the DTE equipment at the operating end of each locomotive is in a registered state and is responsible for wireless communication data transmission and reception services, while the DTE equipment at the non-operating end is connected to the Internet and does not perform wireless communication data transmission and reception.

7. A high-reliability communication method based on a distributed power locomotive according to claim 6, characterized in that: The combined communication mode includes GSM-R+800M radio combined communication or LTE+800M radio combined communication or GSM-R+LTE+800M radio full-mode communication mode, wherein the GSM-R+LTE+800M radio full-mode communication mode is an optional solution; When the GSM-R+800M radio combination communication mode is adopted, under normal operation, the GSM-R communication unit at the operating end of each locomotive is in the registered state and undertakes the wireless communication data receiving and sending business, while the GSM-R communication unit at the non-operating end is connected to the Internet and does not receive and send wireless communication data; the locomotive A section radio and B section radio are always enabled and send and receive data uninterruptedly; When using the LTE+800M radio combination communication mode, under normal operating conditions, the LTE communication unit at the operating end of each locomotive is in a registered state and is responsible for wireless communication data reception and transmission services, while the LTE communication unit at the non-operating end is connected to the Internet and does not perform wireless communication data reception and transmission; the locomotive A section radio and B section radio are always enabled and continuously receive and transmit data.

8. A high-reliability communication method based on a distributed power locomotive according to claim 7, characterized in that: When the DTE device on the operation end fails: The corresponding DTE device status of the non-operating end is changed to registered, and it takes over the DTE device of the operating end to perform wireless data air transmission. At this time, the synchronous control unit RCU of the operating end communicates with the synchronous control unit RCU of the non-operating end through the Ethernet between the AB sections of the locomotive, and the synchronous control unit RCU of the non-operating end communicates with the DTE device of the non-operating end. At this time, the synchronous control unit RCU of the operating end assumes the control task, and the synchronous control unit RCU of the non-operating end assumes the data transmission task; When the DTE device at the operating end returns to normal, it re-registers and assumes the wireless communication data air transmission service, and the DTE device at the non-operating end exits, switches to the online state, and remains silent; When the synchronous control unit RCU of the operation end fails: The non-operating end synchronization control unit RCU assumes the wireless reconnection control task, and at the same time, the non-operating end DTE device changes to the registered state and performs wireless data transmission; When the synchronous control unit RCU of the operating end returns to normal, it assumes the wireless reconnection control task again and controls the DTE device at this end to perform wireless data transmission. The synchronous control unit RCU of the non-operating end does not participate in the wireless reconnection control service, and the DTE device at the non-operating end switches to the online state and does not perform wireless data transmission.

9. A highly reliable communication method based on a distributed power locomotive according to claim 5, characterized in that: The data frame includes a frame header, data size, frame sequence number, locomotive A / B section, communication path, data area, check value and frame tail, where the frame sequence number is used to indicate the newness of the data, and the communication path is used to indicate whether the data is sent by a GSM-R communication unit, a digital radio communication unit or an LTE communication unit.

10. A highly reliable communication method based on a distributed power locomotive according to claim 9, characterized in that: In step S3.3, the data processing performed by the synchronization control unit RCU of the master locomotive includes: 1) Data rewind processing: Wireless reconnection data reception adopts the principle of retaining the latest frame number and discarding the old frame number for data reception. The error discarding of frame 0 is achieved by defining the difference, where the difference Δ x The expression is as follows: D x =( X n - X l + X m +1)%( X m +1); In the above formula: X n is the new frame number, X l is the previous frame number, X m is the maximum value of the frame number; 2) Data buffering; 3) Data reading and verification; 4) Data processing and selection of different communication paths; 5) Communication interruption judgment.

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