Train tail locomotive platform with pilot frequency signal conversion automatic blind compensation and electric quantity monitoring functions

Abstract

The invention discloses a train tail locomotive station with pilot frequency conversion automatic blind compensation and electric quantity monitoring functions, which comprises a locomotive station host and a train tail control box, and is characterized in that the locomotive station host comprises a main control unit, a 400MHz digital channel machine, a recording unit and a power supply unit, the 400MHz digital channel machine and the recording unit are both connected with the main control unit and the power supply unit, and the train tail control box is connected with the locomotive station host. The train tail device is suitable for the technical field of train tail devices, the pilot frequency conversion function of weak field communication of the train tail device is achieved through the wireless train dispatching pilot frequency conversion function, and a digital channel machine with the capacity of processing digital special frequency and wireless train dispatching pilot frequency train tail signals at the same time is used as a train tail vehicle-mounted station. Train tail air pressure can be inquired in a special frequency mode and a different frequency mode, and the functions of air exhaust braking and the like are assisted.

Description

Technical Field

[0001] The invention belongs to the technical field of tail-end devices, and in particular is a tail-end locomotive station with the functions of automatic blind spot filling and electric quantity monitoring for different-frequency signal transfer. Background Art

[0002] The train tail safety protection device (hereinafter referred to as "train tail device") is mainly used for freight trains, after the guard car is cancelled, so that the locomotive crew can timely and accurately grasp the wind pressure at the rear of the train; when the train main pipe wind pressure is lower than the specified threshold value due to abnormal leakage, the equipment automatically alarms; when the vehicle corner gate is accidentally closed, the locomotive crew can operate the train tail device to perform tail exhaust auxiliary braking to prevent the train from "letting go" accidents; it has the function of marking the rear of the train during the day and night.

[0003] The main equipment of the tail device includes two parts: the tail host (including battery) and the tail locomotive station (consisting of the tail locomotive station host and the tail control box).

[0004] The train tail locomotive host is an on-board device connected to the train tail control box, with a built-in channel machine, and uses wireless communication to communicate with the train tail host. The train tail control box is connected to the train tail locomotive host, powered by the train tail locomotive host, and sends train tail control instructions and displays the information of the train tail host received through the train tail locomotive host.

[0005] At present, the commonly used tail-end equipment still adopts the 450MHz analog format, uses the wireless train dispatching communication resources as the platform, and uses the train-to-machine joint control frequency of the wireless train dispatching to transmit information. In actual application, there are the following problems. These problems have affected the operation safety of freight trains to a certain extent.

[0006] 1. Weak communication field: In areas with weak wireless communication fields such as mountainous areas and tunnels, the problem of poor communication of the tail device is particularly prominent. In particular, when the train is running completely in a tunnel, the communication between the locomotive and the tail host is basically blocked.

[0007] At present, the main method used is to add a mobile repeater at the end of the train in the middle of the train to compensate for this problem, but the effect is not ideal. At the same time, the use of the mobile repeater at the end of the train also increases the burden on the operators at the end of the train and increases the difficulty of equipment management.

[0008] 2. Limited communication distance: For the channel machine, the most effective way to increase the communication distance is to increase the transmission power of the channel machine. Due to the limitation of the equipment application environment, the built-in channel machine of the host at the end of the train currently uses a handheld channel machine. The setting of the channel machine transmission power is close to the limit (the power of the 400M channel machine is close to 5W).

[0009] 3. Co-frequency interference: Due to the constraints of equipment scale and communication frequency resources, the tail device of the freight train still adopts the working mode of connecting with the wireless train modulation and transmitting information using the vehicle-machine joint control frequency in the 450MHz communication frequency band. Although this mode is technically standardized and the "two-way data transmission" technology is used to shorten the air transmission time of the tail data, the mutual interference problem between the tail information communication and the conventional communication of the wireless train modulation has not been completely solved, which is particularly prominent in the busy communication section.

[0010] 4. Long-distance and cross-section use: According to the long-distance arrangement of the locomotive, the use section of the tail device must be synchronized to the locomotive route, but the wireless train shunting locomotive joint control frequency is different in different sections, requiring the tail host to receive the locomotive tail information at multiple frequencies. Limited by the performance of the analog channel machine and the space in the machine body, the use of the analog channel machine scanning method to receive locomotive information of different frequencies will significantly reduce the ability of the tail host to correctly identify useful tail information in the case of interference from other frequency signals. Therefore, the existing analog tail device is difficult to meet the needs of long-distance and cross-section locomotive use.

[0011] 5. Communication rate, coding efficiency, and equipment complexity: Although the "two-way digital transmission" technology is used, the tail data transmission by the tail device using an analog channel machine is still based on analog voice transmission, not true digital transmission, and the communication rate is low (only 1200 bit / s). At the same time, since there is no digital coding designed specifically for tail data transmission, in order to ensure the reliability of tail information transmission, a large amount of redundant information for verification and error correction needs to be added to the effective tail information during channel coding, which reduces the coding efficiency. The low communication rate and complex channel coding will cause the tail information to be transmitted in the air for a long time, and the signal is easily interfered, resulting in an increase in the receiving bit error rate.

[0012] 6. Battery power display: The main control interface of the tail control box does not display the battery power of the tail host. To ensure the reliable operation of the tail host, the battery must be replaced upon arrival at the station regardless of the remaining power, which increases the on-site workload. At the same time, it will also increase the battery usage rate and reduce the battery life.

[0013] With the formulation of standards for the use of tail devices, the introduction of various management measures and the continuous advancement of tail device-related technologies, the stability and reliability of the use of tail devices have been continuously improved, and their functions have become increasingly rich.

[0014] Nevertheless, due to the constraints of traditional analog communication technology, the tail-end device, which uses wireless train dispatching communication resources as a platform and analog intercom as a core component, still has many problems in actual use. These problems are becoming increasingly prominent, especially in the current situation where the intensity and density of railway freight are constantly increasing, freight organization is becoming more complex, and freight safety levels are constantly improving.

[0015] Therefore, it is an urgent problem to utilize the latest technological achievements in digital and wireless communications to solve the current deficiencies, improve the application level of the tail device and the safety of freight trains, and enable the tail device to play a greater role in railway transportation production. Summary of the invention

[0016] The purpose of the present invention is to overcome the defects of the prior art and provide a locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer.

[0017] To achieve the above object, the present invention adopts the following technical solutions:

[0018] A locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer, comprising a locomotive station host and a control box at the end of a train, wherein:

[0019] The locomotive host includes a main control unit, a 400MHz digital channel machine, a recording unit and a power supply unit. The 400MHz digital channel machine and the recording unit are connected to the main control unit and the power supply unit, wherein:

[0020] The main control unit is used to process the tail information, execute the tail command, and monitor the working status of other units;

[0021] 400MHz digital channel machine, which is connected to the host at the end of the train by wireless communication;

[0022] Recording unit, used to record the entire equipment operation process in real time;

[0023] A power supply unit connected to the locomotive DC power supply;

[0024] The tail control box is connected to the power supply unit and the main control unit, including the main control unit, LCD display, keypad, and reset switch, all of which are connected to the main control unit. It is used to display the basic information of the tail locomotive and the received tail command information. Operating it enables the tail locomotive host to send tail control commands.

[0025] Preferably, the front panel of the locomotive mainframe includes a power switch, a power interface, a rear control box interface, an antenna interface, a data interface, a maintenance interface and a status indicator light.

[0026] Preferably, a shock-absorbing frame is provided at the bottom of the locomotive mainframe.

[0027] Preferably, the tail control box is connected to the tail locomotive host in a non-embedded installation manner and is powered by the tail locomotive host. The tail locomotive host sends tail instructions and receives information. Each tail locomotive host can be configured with 1 or 2 tail control boxes.

[0028] Preferably, the rear control box has a built-in speaker, and the speaker power is not less than 1W.

[0029] 6. A locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring of different frequency signal conversion as described in claim 1, characterized in that: the control box at the end of the train is provided with function keys with the functions of confirmation, cancellation, inquiry of wind pressure, disconnection, and operation of auxiliary exhaust brake of the main engine at the end of the train; and a protective cover is provided for the exhaust key.

[0030] Preferably, the display content of the tail control box should include the locomotive number, tail host ID, connection status, wind pressure value, tail instruction and battery power, and working mode.

[0031] Preferably, the host of the locomotive at the end of the train sends a coded instruction through the control box at the end of the train; after the communication unit of the host at the end of the train receives and decodes the instruction, the instruction is sent to the main control unit for processing;

[0032] The main control unit of the train tail host identifies the instruction, checks the locomotive number and the train tail host ID, and then drives the relevant control circuit to execute the corresponding instruction, such as: querying the wind pressure data of the wind pressure sensor, driving the solenoid valve to exhaust air, and storing data through the recording unit, etc.

[0033] After the command is executed, the result of the execution will be returned to the locomotive at the end of the train through the channel machine in a coded form and displayed on the LCD screen of the control box at the end of the train.

[0034] Preferably, the tail locomotive platform is arranged on the locomotive, and also includes a tail host computer, a locomotive number confirmation instrument, an entry and exit detection device, and a tail host computer detection platform arranged at the rear of the train, wherein the tail locomotive platform is communicatively connected to the tail host computer, the entry and exit detection device is communicatively connected to the tail locomotive platform, and the locomotive number confirmation instrument and the tail host computer detection platform are both communicatively connected to the tail host computer.

[0035] Preferably, the tail locomotive station and the tail host are used to input the 8-digit main locomotive number into the tail host assigned with a unique 6-digit ID, and the locomotive establishes a "connection" relationship with the tail host; the locomotive crew operates the tail locomotive station to send various digital coded instructions containing the locomotive number and the tail host ID to the tail host, and the tail host receives and verifies the locomotive number and the tail host ID, and then performs corresponding operations; the tail host also returns the execution result to the locomotive in the form of digital code, and after the tail locomotive station decodes and recognizes it, it prompts the locomotive crew in both voice and display modes, wherein the main locomotive number is the locomotive model code + locomotive number;

[0036] Tail host testing station: to test the tail host to ensure that all indicators of the tail host to be installed meet the specified requirements before going online;

[0037] Locomotive number confirmation device: Before the train departs, the tail operator uses the locomotive number confirmation device to wirelessly input the locomotive number into the tail host, thereby establishing a one-to-one relationship between the locomotive and the tail host in advance;

[0038] In and out inspection equipment: mainly used for in and out inspection of the locomotive platform at the end of the train. Ensure that all indicators of the locomotive platform at the end of the train that enters and leaves the warehouse meet the specified requirements.

[0039] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0040] 1. In the present invention, the wireless train modulation frequency conversion function is used to realize the frequency conversion function of the weak field communication of the tail device, and a digital channel machine capable of processing both digital dedicated frequency and wireless train modulation frequency tail signal is used as the tail vehicle station. The wind pressure at the tail of the train, auxiliary exhaust brake and other functions can be queried in dedicated frequency and frequency mode.

[0041] 2. By combining the frequency-differential signal transfer and the tail-of-train function, the tail-of-train device can utilize the existing wireless train modulation relay equipment to achieve communication in mountainous areas, tunnels and other areas with weak wireless fields, without the need to add a separate tail-of-train repeater.

[0042] 3. In the present invention, the 400MHz communication system adopts a heterodyne communication mode, the channel occupancy time is shortened by half, and the communication success rate is greatly improved.

[0043] 4. In the present invention, a 400MHz digital dedicated communication frequency is used to ensure that the tail device of the train can be used for long circuits and across sections;

[0044] 5. In the present invention, the technical advantages of the 400MHz digital channel machine are utilized to improve the communication rate and coding efficiency and reduce the complexity of the equipment.

[0045] 6. In the present invention, the on-board station at the end of the train is upgraded, and power information is added while ensuring normal communication at the end of the train. In addition, the battery power display of the host at the end of the train is added based on the display content of the main control interface of the control box at the end of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a schematic diagram of the system composition of the present invention;

[0047] Figure 2 It is a schematic diagram of the structure of the locomotive platform equipment at the tail end of a single locomotive train of the present invention;

[0048] Figure 3 It is a schematic diagram of the structure of the locomotive platform equipment at the tail end of a double-section locomotive train of the present invention;

[0049] Figure 4 It is a schematic diagram of the structure of the tail control box device of the present invention;

[0050] Figure 5 It is a schematic diagram of the front panel of the main engine of the locomotive at the end of the train of the present invention;

[0051] Figure 6 This is the appearance diagram of the main engine of the train tail locomotive of the present invention;

[0052] Figure 7 is an outline diagram of the shock-absorbing frame of the present invention;

[0053] Figure 8 It is the dimension diagram of the tail control box of the present invention;

[0054] Fig. 9 is a schematic diagram of the secondary control interface of the present invention;

[0055] Fig.10 It is a schematic diagram of the main control interface partition of the present invention;

[0056] Fig.11 It is a schematic diagram of the display content of the main control interface of the present invention. DETAILED DESCRIPTION

[0057] The specific embodiments of the present invention are described in detail below.

[0058] The "range" disclosed in the present invention is defined in the form of a lower limit and an upper limit, and a given range is defined by selecting a lower limit and an upper limit, and the selected lower limit and upper limit define the boundaries of the particular range. The range defined in this way can be inclusive or exclusive of the end values, and can be arbitrarily combined, that is, any lower limit can be combined with any upper limit to form a range. For example, if a range of 10 to 50 is listed for a specific parameter, it is understood that the range of 10 to 40 and 20 to 50 is also expected. In addition, if the minimum range values ​​1 and 2 are listed, and if the maximum range values ​​3, 4 and 5 are listed, the following ranges can all be expected: 1 to 3, 1 to 4, 1 to 5, 2 to 3, 2 to 4 and 2 to 5. In this application, unless otherwise specified, the range of values ​​"a to b" represents an abbreviation of any real number combination between a and b, where a and b are both real numbers. For example, the range of values ​​"0 to 5" means that all real numbers between "0 to 5" have been fully listed in this article, and "0 to 5" is only an abbreviation of these numerical combinations.

[0059] Unless otherwise specified, all embodiments and optional embodiments of the present application can be combined with each other to form a new technical solution.

[0060] Unless otherwise specified, all technical features and optional technical features of this application can be combined with each other to form a new technical solution.

[0061] If there is no special explanation, all steps of the present application can be performed sequentially or randomly, preferably sequentially. For example, the method includes steps (a) and (b), which means that the method may include steps (a) and (b) performed sequentially, or may include steps (b) and (a) performed sequentially. For example, the method may further include step (c), which means that step (c) may be added to the method in any order. For example, the method may include steps (a), (b) and (c), or may include steps (a), (c) and (b), or may include steps (c), (a) and (b), etc.

[0062] If there is no special explanation, the "include" and "comprising" mentioned in this application are open-ended or closed-ended. For example, the "include" and "comprising" may mean that other components not listed may also be included or only the listed components may be included or only the listed components may be included.

[0063] Unless otherwise specified, the reaction is carried out at room temperature and pressure.

[0064] Unless otherwise specified, all parts or percentages are by weight.

[0065] In the present invention, all substances used are known substances and can be purchased or synthesized by known methods.

[0066] In the present invention, the devices or equipment used are all conventional devices or equipment known in the art and are commercially available.

[0067] The following is a further description of the specific implementation of the locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer according to the present invention. The locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer according to the present invention is not limited to the description of the following embodiments.

[0068] Embodiment 1:

[0069] A locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring for different frequency signal transfer, such as Figure 1-11 Shown, incl.

[0070] In a possible implementation, the locomotive station at the end of a train provided by the present application is suitable for carrying out tail-end communications of freight trains using a 400MHz digital method, and is compatible with ordinary freight trains having an existing 450MHz analog tail-end communication system.

[0071] In a possible implementation, Figure 1 As shown, the tail device consists of a tail locomotive platform installed on the locomotive and a tail host installed at the rear of the train. The auxiliary equipment mainly includes a locomotive number confirmation instrument, entry and exit detection equipment, and a tail host detection platform.

[0072] Furthermore, the tail locomotive station and the tail host: the 8-digit operating locomotive number (locomotive model code + locomotive number) is input into the tail host assigned with a unique 6-digit ID, and the locomotive establishes a "connection" relationship (i.e. a one-to-one relationship) with the tail host; the locomotive crew operates the tail locomotive station to send various digital coded instructions containing the locomotive number and the tail host ID to the tail host, and the tail host receives and verifies the locomotive number and the tail host ID, and then performs the corresponding operation; the tail host also returns the execution result to the locomotive in the form of a digital code, and after the tail locomotive station decodes and recognizes it, it prompts the locomotive crew by both voice and display.

[0073] Furthermore, the tail host testing station is used to test the tail host to ensure that all indicators of the tail host to be installed meet the specified requirements before going online.

[0074] Furthermore, locomotive number confirmation device: before the train departs, the tail operator uses the locomotive number confirmation device to wirelessly input the locomotive number into the tail host, thereby establishing a "one-to-one" relationship between the locomotive and the tail host in advance.

[0075] Furthermore, the in-and-out inspection system is mainly used for the in-and-out inspection of the locomotive platform at the end of the train, ensuring that all indicators of the locomotive platform at the end of the train that enters and leaves the warehouse meet the specified requirements.

[0076] In a possible implementation, the locomotive platform at the end of the train is composed of a locomotive platform host, a power line, a locomotive control box at the end of the train, a control cable, a locomotive antenna, and a radio frequency feeder cable. Figure 2 As shown, the equipment structure of the tail locomotive platform of a double-section locomotive is as follows: Figure 3 As shown, the equipment composition of the tail control box is shown in Figure 4 shown.

[0077] Furthermore, the host includes a main control unit, a power supply unit, a recording unit, a 400MHz digital channel machine and an interface, etc.

[0078] Furthermore, the control box at the end of the train includes a main control unit, a liquid crystal display, buttons, a reset switch and an interface.

[0079] in:

[0080] (1) Main control unit

[0081] The core part of the host computer processes the end-of-line information, executes the end-of-line commands, and monitors the working status of other units.

[0082] (2) 400MHz digital channel machine

[0083] Wireless communication with the host computer at the end of the train and other devices.

[0084] (3) Recording unit

[0085] The entire equipment operation process is recorded in real time.

[0086] (4) Power supply unit

[0087] Locomotive DC power supply, the nominal (rated) voltage (Un) of the power input is 72V and 110V.

[0088] (5) Tail control box

[0089] Display the basic information of the tail locomotive and the received tail command information, and operate it to make the tail locomotive host send tail control instructions.

[0090] By adopting the above technical means:

[0091] Through the control box at the end of the train, the host computer at the end of the train sends out coded instructions; after the communication unit at the end of the train receives and decodes the instructions, it sends them to the main control unit for processing;

[0092] The main control unit of the train tail host identifies the instruction, checks the locomotive number and the train tail host ID, and then drives the relevant control circuit to execute the corresponding instruction, such as: querying the wind pressure data of the wind pressure sensor, driving the solenoid valve to exhaust air, and storing data through the recording unit, etc.

[0093] After the instruction is executed, the result of the execution will be returned to the locomotive at the end of the train through the channel machine in a coded form and displayed on the LCD screen of the control box at the end of the train.

[0094] In a possible implementation, the tail device has the following functions: the tail locomotive station establishes a connection relationship with the tail host. Manually query the wind pressure at the rear of the train from the tail host through the tail locomotive station, and display the returned wind pressure value and make a voice broadcast. The tail locomotive station automatically queries the tail host for the wind pressure at the rear of the train at a specified time interval, and displays the returned wind pressure value. Assist the tail host to exhaust the brake. Cancel the number operation with the tail host. Disconnect the connection with the tail host. When the tail information is not received for more than a specified time, a communication failure alarm is issued. Automatically receive the wind pressure alarm information sent by the tail host, display the wind pressure value and give a voice prompt, send the alarm confirmation information to the tail host after manual confirmation, the tail host stops sending the alarm information after receiving it, and the tail locomotive station stops the voice prompt. Automatically receive the voltage alarm information sent by the tail host, display the voltage alarm instruction information and make a voice prompt, send the alarm confirmation information to the tail host after manual confirmation, the tail host stops sending the alarm information after receiving it, and the tail locomotive station stops the voice prompt. After the connection is established, the tail locomotive station and the tail host can perform auxiliary exhaust braking, voltage alarm, wind pressure alarm, wind pressure dynamic display and battery power display. The tail locomotive station and the tail host will automatically enter the unconnected state after shutting down and restarting (power failure), and will restore to the original connection state if they are accidentally restarted (without power failure). If the driver manually resets through the control box, the tail locomotive station will restore to the original connection state after restarting. The tail locomotive station and the tail host have data recording and downloading functions. There are two working modes: digital and analog. After the connection is established, it has the function of real-time display of the remaining battery power.

[0095] Furthermore, the equipment at the end of the train uses the CSBK protocol in the DMR direct mode for wireless data communication, which complies with the relevant provisions of Section 7.2 of ETSI TS102361-1 V2.2.1 (2013-02). The same frequency simplex communication mode, FSK modulation mode, and channel spacing of 25KHz are used for wireless data communication.

[0096] Furthermore, when the tail device is not connected, it works in 400MHz digital mode by default, and the communication method complies with the relevant provisions of 4.5.1. When the tail device is not connected, the working mode can be switched through the tail control box setting to enter the analog dedicated frequency mode.

[0097] In a possible implementation, the 400MHz digital communication process is as follows: the tail host automatically enters the unconnected state when it is turned on, and sends a number input request message every 20 seconds. The tail locomotive station gives a voice prompt after receiving it, and the driver presses the "confirm" key on the tail locomotive station to display the tail host ID input interface, and then presses the "confirm" key to send the number input command message to the tail host; the driver can also directly enter the tail host ID on the tail locomotive station and send the number input command message to the tail host.

[0098] Furthermore, the host at the end of the train makes a judgment after receiving the information. If the host ID contained in the information is consistent with the local host, the host at the end of the train enters the connection state, stores the locomotive number of the locomotive at the end of the train, and displays the last 4 digits of the locomotive number (display format is "XXXX", displayed for 8s), and returns the input number response information to the locomotive at the end of the train.

[0099] Furthermore, after receiving the input number response information, the locomotive station at the end of the train makes a judgment. If the locomotive number in the information is consistent with the locomotive number of this machine, it enters the connection state, displays "connected" and issues a voice prompt, and stores the host ID at the end of the train.

[0100] Furthermore, if the tail locomotive station does not receive the input number response returned by the tail host within 8 seconds, it determines that the connection has failed and issues a voice prompt. If the driver continues to input the number, the tail locomotive station automatically displays the original input tail host ID, and can confirm and input the number again.

[0101] Furthermore, after entering the connection state, if the host at the end of the train receives an input command from another locomotive at the end of the train, it returns a connected prompt message, and the corresponding locomotive at the end of the train sends a voice prompt after receiving it.

[0102] In a possible implementation, the manual wind pressure query process is as follows:

[0103] Further, the same frequency wind pressure query method:

[0104] Short press the "Query" (voice prompt "wind pressure") button of the control box (within 2 seconds), and the rear control box sends a wind pressure query command to the rear host via 400M, and the rear control box interface displays "Wind Pressure Query...".

[0105] After the rear control box receives the wind pressure response information sent in 400M mode, the rear command is displayed as "Report wind pressure [400M]", and the current wind pressure value is displayed, with a voice prompt of "XXXX locomotive (the last 4 digits of the locomotive number), wind pressure XXX".

[0106] Further, the different frequency wind pressure query method:

[0107] Press and hold the "Query" (voice prompt "Tunnel Wind Pressure") button on the control box (for more than 2 seconds), and the tail control box will send a wind pressure query command to the tail host through simulated frequency conversion, and the tail control box interface will display "Tunnel Wind Pressure Query..."

[0108] After the control box at the end of the train receives the wind pressure response information sent by the analog frequency difference, the command at the end of the train is displayed as "Report wind pressure [tunnel]", and the current wind pressure value is displayed, and the voice prompt is "XXXX locomotive (the last 4 digits of the locomotive number), wind pressure XXX".

[0109] Furthermore, the wind pressure is dynamically displayed:

[0110] After the connection is established, the tail locomotive station will randomly and automatically send wind pressure query command information to the tail host every 120s to 130s. After receiving it, the tail host will display the current wind pressure value (display format is "XXX", display for 8s), and return the wind pressure response information to the tail locomotive station. After receiving it, the tail locomotive station will update the displayed wind pressure value, but will not give a voice prompt. After the tail locomotive station automatically sends the wind pressure query command information, if it does not receive the wind pressure information within 25s, the wind pressure value will be displayed as "---". During the timing period, if the tail locomotive station performs a manual wind pressure query, the timing should be restarted.

[0111] If the locomotive at the end of the train does not receive any information from the main engine at the end of the train within 20 minutes, it shall automatically send a command to query the wind pressure to the main engine at the end of the train. If it still does not receive information from the main engine at the end of the train within the next 25 seconds, the locomotive at the end of the train shall issue a warning voice prompt, and the status at the end of the train shall be displayed as "communication failure". When the locomotive at the end of the train is in a communication failure state, the driver presses the "confirm" button to stop the warning voice prompt.

[0112] When in the communication failure state, the locomotive at the end of the train will automatically and randomly send a wind pressure query command to the host computer at the end of the train every 25 to 30 seconds. If it receives information from the host computer at the end of the train, it will exit the communication failure state and issue a voice prompt indicating normal communication.

[0113] In a possible implementation, the auxiliary exhaust braking process is as follows:

[0114] Further, the same frequency auxiliary exhaust braking method:

[0115] Short press the "Exhaust" (voice prompt "Exhaust") button (within 2 seconds), and the rear control box sends an exhaust command to the rear host through 400M, and the rear control box interface displays "Exhaust...".

[0116] After the rear control box receives the exhaust response information of 400M mode, the control box displays "Exhaust start [400M]P×" (× indicates the number of exhaust times), and displays the current wind pressure value, and the voice prompt is "XXXX locomotive (the last 4 digits of the locomotive number), exhaust".

[0117] After 15 seconds, the tail command displays "exhausting". After 60 seconds, the exhaust is completed, and the tail host sends a wind pressure alarm message to the tail locomotive via 400M. After the tail control box receives the wind pressure alarm message in 400M mode, the tail command displays "Wind pressure alarm [400M]" and displays the current wind pressure value, with a voice prompt "Attention XXXX locomotive (the last 4 digits of the locomotive number), wind pressure XXX".

[0118] Further, the different frequency auxiliary exhaust braking method:

[0119] Open the exhaust button protective cover, press and hold the "exhaust" (voice prompt "tunnel exhaust") button (more than 2 seconds), and the tail control box will send the exhaust command to the tail host through simulated frequency difference, and the tail control box interface will display "tunnel exhaust...".

[0120] After the control box at the end of the train receives the exhaust response information sent by the simulated frequency, the command at the end of the train is displayed as "Exhaust start [tunnel] P×" (× represents the number of exhaust times), and the current wind pressure value is displayed, and the voice prompt is "XXXX locomotive (the last 4 digits of the locomotive number), exhaust".

[0121] After 15 seconds, the tail command displays "exhausting". After 60 seconds, the exhaust is completed, and the tail host sends a wind pressure alarm message to the tail locomotive via 400M. After the tail control box receives the wind pressure alarm message in 400M mode, the tail command displays "Wind pressure alarm [400M]" and displays the current wind pressure value, with a voice prompt "Attention XXXX locomotive (the last 4 digits of the locomotive number), wind pressure XXX".

[0122] Furthermore, the air pressure in the train main air duct is lower than the set value and an alarm is triggered (air pressure alarm):

[0123] When the air pressure in the train's main air duct is lower than the set value, the locomotive at the end of the train will receive an air pressure alarm message every 20 seconds.

[0124] After receiving the alarm, the locomotive at the end of the train will display the corresponding alarm information and give a voice prompt to the driver for confirmation.

[0125] The driver presses the "Confirm" button and sends the corresponding confirmation information back to the host computer at the end of the train.

[0126] After receiving the confirmation message, the host at the end of the train stops sending the corresponding alarm message to the locomotive station at the end of the train, and the locomotive station at the end of the train stops the voice alarm.

[0127] Furthermore, the host at the end of the train will have a low battery alarm (voltage alarm):

[0128] When the battery of the rear host is low, the rear locomotive will receive a low battery alarm message every 20 seconds.

[0129] After receiving the alarm, the locomotive at the end of the train will display the corresponding alarm information and give a voice prompt to the driver for confirmation.

[0130] The driver presses the "Confirm" button and sends the corresponding confirmation information back to the host computer at the end of the train.

[0131] After receiving the confirmation message, the host at the end of the train stops sending the corresponding alarm message to the locomotive station at the end of the train, and the locomotive station at the end of the train stops the voice alarm.

[0132] In a possible implementation, the process of releasing the connection relationship (cancelling the number) is as follows:

[0133] Further, the same frequency cancellation method:

[0134] Press the "Confirm + Query" button at the same time (within 2 seconds), and the voice prompt "Cancel" will be given. The control box at the end of the train sends the cancel command via 400M, and the interface of the control box at the end of the train displays "Cancel...".

[0135] After the control box at the end of the train receives the cancellation response information sent via the 400M method, the command at the end of the train displays "Cancellation successful [400M]" and the current wind pressure value, with a voice prompt of "XXXX locomotive (the last 4 digits of the locomotive number), cancellation successful".

[0136] Further, the method of canceling the number with different frequency:

[0137] Press the "Confirm + Query" button at the same time (for more than 2 seconds), and the voice prompt "Tunnel Cancel" will appear. The control box at the end of the train will send the cancel command by simulating the frequency difference, and the interface of the control box at the end of the train will display "Tunnel Cancel...".

[0138] After the control box at the end of the train receives the cancellation response information sent by the simulated frequency difference, the command at the end of the train displays "Cancellation successful [tunnel]" and the current wind pressure value, and the voice prompt is "XXXX locomotive (the last 4 digits of the locomotive number), cancellation successful".

[0139] In a possible implementation, the communication process of simulating a dedicated frequency is as follows:

[0140] Furthermore, a link relationship is established:

[0141] After the control box at the end of the train receives the input request information sent by the analog channel, the voice prompt "XXXXXX end of train device waiting for confirmation" is displayed, and the end of train instruction displays "XXXXXX waiting for confirmation".

[0142] After the locomotive crew has verified that the host ID at the end of the train is correct, they press the "Confirm" key (voice prompt "Confirm") and the end-of-train instruction displays "Confirm".

[0143] After the rear control box receives the confirmation response information sent by the analog channel, the rear command displays "Confirmation completed" and displays the current wind pressure value, and the voice prompt is "XXXXXXXX locomotive, confirmation completed".

[0144] Further, manual wind pressure query:

[0145] The locomotive crew presses the "query" (voice prompt "wind pressure") button, and the tail control box sends a wind pressure query command to the tail host through the analog channel, and the tail command interface displays "wind pressure query".

[0146] After the tail control box receives the wind pressure response information sent from the analog channel, the tail command is displayed as "report wind pressure" and the current wind pressure value is displayed, with a voice prompt of "XXXX locomotive (the last 4 digits of the locomotive number), wind pressure XXX".

[0147] Further, auxiliary exhaust brake:

[0148] Open the exhaust button protective cover, press the "exhaust" button (voice prompt "exhaust"), the rear control box sends the exhaust command to the rear host through the analog channel, and the rear command interface displays "waiting for exhaust".

[0149] After the rear control box receives the exhaust response information from the analog channel, the rear command is displayed as "Exhaust start P×" (× represents the number of exhaust times), and the current wind pressure value is displayed, and the voice prompt is "XXXX locomotive (the last 4 digits of the locomotive number), exhaust".

[0150] After 15 seconds, the tail command displays "exhausting". After 60 seconds, the exhaust is completed, and the tail host sends a wind pressure alarm message to the tail locomotive through the analog channel. After the tail control box receives the wind pressure alarm message, the tail command displays "wind pressure alarm" and displays the current wind pressure value, and the voice prompts "XXXX locomotive attention (the last 4 digits of the locomotive number), wind pressure XXX".

[0151] Furthermore, the air pressure in the train main air duct is lower than the set value and an alarm is triggered (air pressure alarm):

[0152] After the tail control box receives the wind pressure alarm information from the tail host, the tail command displays "Wind Pressure Alarm" and the current wind pressure value, and the voice prompt is "Attention XXXX locomotive (the last 4 digits of the locomotive number), wind pressure XXX".

[0153] Press the "Confirm" button (voice prompt "Confirm"), and the tail control box sends a confirmation wind pressure alarm command to the tail host through the analog channel, and the tail command displays "Confirm wind pressure alarm".

[0154] After the control box at the end of the train receives the wind pressure response information sent from the analog channel, the command at the end of the train displays "report wind pressure" and displays the current wind pressure value.

[0155] Furthermore, the host at the end of the train will have a low battery alarm (voltage alarm):

[0156] After the control box receives the voltage alarm information from the host at the end of the train, the command at the end of the train displays "voltage alarm" and the current wind pressure value, and a voice prompt "Attention XXXX locomotive (the last 4 digits of the locomotive number), the battery is low."

[0157] Press the "Confirm" button (voice prompt "Confirm"), and the tail control box sends a confirmation voltage alarm command to the tail host through the analog channel, and the tail command displays "Confirm voltage alarm".

[0158] After the control box at the end of the train receives the wind pressure response information sent from the analog channel, the command at the end of the train displays "report wind pressure" and displays the current wind pressure value.

[0159] Further, cancel the connection (cancel):

[0160] The locomotive crew presses the "Confirm + Query" button at the same time, and the voice prompt "Cancel" is given. The control box at the end of the train sends the cancel command through the analog channel, and the command interface at the end of the train displays "Cancel".

[0161] After the control box at the end of the train receives the cancellation response information sent by the analog channel, the command at the end of the train displays "Cancellation successful" and the current wind pressure value, and the voice prompt is "XXXX locomotive (the last 4 digits of the locomotive number), cancellation successful".

[0162] In a possible implementation, the nominal (rated) voltage (Un) of the power input of the train tail station is 72V, 110V. The power output voltage is DC 13.8×(1±10%)V. The minimum working voltage is 0.7Un, and the maximum working voltage is 1.25Un; 0.6Un~1.4Un (voltage fluctuation is not more than 0.1S), which will not cause abnormal function of the whole machine; 1.25Un~1.4Un (voltage fluctuation is not more than 1S), which will not cause damage, and the function of the whole machine is allowed to be degraded. The power supply overvoltage and surge meet the relevant requirements of GB / T 25119-2010.

[0163] In a possible implementation, the train tail station communication mode: same frequency simplex (analog), different frequency simplex (digital). Modulation mode: FSK (analog), TDMA (digital). Channel spacing: 25KHz (analog), 12.5KHz (digital). Working frequency band: 403MHz~470MHz. Transmitting power: 5.0W, 10W (+20%, -15%). The whole machine power consumption in normal operation: ≤150W.

[0164] In a possible implementation, Figure 5-7 As shown, the front panel of the host includes a power switch, a power interface, a control box interface at the end of the column, an antenna interface, a data interface, a maintenance interface and a status indicator. A shock-absorbing frame is provided at the bottom of the host.

[0165] In a possible implementation, Figure 8As shown, the tail control box adopts non-embedded installation. The tail control box is connected to the tail locomotive host, powered by the tail locomotive host, and sends tail commands and receives information through the tail locomotive host. Each tail locomotive host can be configured with 1 or 2 tail control boxes. The tail control box has a built-in speaker, and the speaker power is not less than 1W. The tail control box is equipped with function keys, which have functions such as confirmation, cancellation, query of wind pressure, disconnection, and operation of tail host auxiliary exhaust brake; the exhaust key is equipped with a protective cover. The display content of the tail control box should include locomotive number, tail host ID, connection status, wind pressure value, tail command and battery power, and working mode. The wind pressure value of the tail control box should be displayed in a conspicuous manner in the designated area, and voice prompts and display alarms should be given in accordance with relevant regulations. The wind pressure value display font size in the display area of ​​the tail control box is 11mm (height) × 8mm (width), and the font size of other characters is 5.6mm × 5.6mm.

[0166] In one possible implementation, the tail locomotive station is equipped with a double tail control box (normal locomotive type). In the "unconnected" state, the tail control box enters the auxiliary control state after powering on, and enters the main control state after pressing the "Fn" key for 3 seconds. When one tail control box enters the main control state, the other tail control box automatically enters the auxiliary control state. The tail locomotive station is equipped with a single tail control box (double-section locomotive type). The tail control box automatically enters the main control state after powering on. In the auxiliary control state, only the "Fn" key is valid, and the other keys are invalid. The schematic diagram of the auxiliary control interface is shown as follows: Fig. 9 As shown in the figure, the main control interface is divided into the basic information display area, the tail status display area, the tail wind pressure display area, the tail command and communication status display area and the working mode display area. Fig.10 shown.

[0167] in:

[0168] Basic information display area: used to display the speaker volume, locomotive number, and working terminal number.

[0169] Column tail status display area: used to display the column tail connection status (including communication failure prompt) and column tail host ID.

[0170] Column tail wind pressure display area: used to display the tail wind pressure value.

[0171] Tail-of-train command and communication status display area: used to display in real time the type of command sent by the tail-of-train locomotive station, the type of information received by the tail-of-train host computer by the tail-of-train locomotive station, and the battery power display.

[0172] Working mode display area: used to display the current working mode, including 400MHz digital mode and analog dedicated frequency mode.

[0173] In a possible implementation, the main control interface displays the following content: Fig.11 As shown;

[0174] in:

[0175] 1- Speaker volume: Displayed in up to 6 levels.

[0176] 2- Locomotive number: It consists of "locomotive type + 5-digit locomotive number".

[0177] 3-Working terminal number: indicates the train end control boxes at ends Ⅰ and Ⅱ of a common locomotive, or the train end control boxes at ends A and B of a double-section locomotive.

[0178] 4- Column tail status: If the column tail is not connected, it will display “Not connected”; if the column tail is connected, it will display “Connected”; if the column tail communication fails, it will display “Communication failed”.

[0179] 5- Tail ID: The host ID number at the end of the column is displayed in the "Connected" state.

[0180] 6- Tail wind pressure: Displays the wind pressure value at the rear of the train, in kPa.

[0181] 7- End of train command: Real-time display of the type of command sent by the end of train locomotive station and the corresponding communication mode or the type of information received by the end of train host station and the corresponding communication mode.

[0182] 8-Current working mode: If working in 400MHz digital mode, "400MHz" is displayed; if working in analog dedicated frequency mode, "Analog dedicated frequency" is displayed.

[0183] 9-Exhaust times: Displays the number of times the auxiliary exhaust is successfully operated by the control box at the end of the column.

[0184] 10-Battery power: Real-time display of the remaining battery power of the host at the end of the column.

[0185] By adopting the above technical solution:

[0186] 1. Improve the weak communication field and limited communication distance in mountain tunnels

[0187] The wireless train modulation frequency transfer function is used to realize the frequency transfer function of the weak field communication of the tail device, and a digital channel machine capable of processing both digital dedicated frequency and wireless train modulation frequency tail signal is used as the tail vehicle station. The wind pressure at the tail of the train, auxiliary exhaust brake and other functions can be queried in dedicated frequency and frequency mode.

[0188] By combining the frequency-differential signal transfer and the tail-of-train function, the tail-of-train device can utilize the existing wireless train modulation relay equipment to achieve communication in mountainous areas, tunnels and other areas with weak wireless fields, without the need to add a separate tail-of-train repeater.

[0189] 2. Co-channel interference

[0190] The 400MHz communication standard adopts heterodyne communication, which shortens the channel occupancy time by half and greatly improves the communication success rate.

[0191] 3. Use 400MHz digital dedicated communication frequency to ensure the long-distance and cross-section use of the tail device

[0192] A pair of fixed 400MHz low-end frequencies are used as the dedicated frequencies for digital train tail communication, getting rid of the dependence on the 450MHz wireless train modulation frequency. The numbering scheme of 8-digit locomotive number and 6-digit train tail host ID is adopted to solve the problem of duplicate numbers of the original 450MHz analog train tail device using 4-digit locomotive number, and the problem of establishing connections between one locomotive and multiple train tail hosts or one train tail host and multiple locomotives, which is conducive to locomotive long-distance traction cross-bureau or cross-section transportation operations.

[0193] 4. Utilize the technical advantages of 400MHz digital channel machine to improve communication rate and coding efficiency and reduce equipment complexity

[0194] The 400MHz communication standard digital channel machine has a dedicated data transmission and control channel. The "CSBK instruction system" data encoding and decoding system has been developed to address the "occasional" and "short data" characteristics of the column end data. The communication rate of the column end CSBK signaling transmitted by the digital channel machine reaches 9600bit / s. During data transmission, the digital channel machine automatically adds a check and error correction mechanism and performs encoding, decoding and error correction processing. There is no need to add redundant check and error correction coding, which improves coding efficiency, reduces the burden of encoding and decoding, makes program operation more stable, and improves the reliability and stability of equipment operation.

[0195] 5. Display the host battery power at the end of the display column

[0196] The on-board radio at the end of the train is upgraded. While ensuring normal communication at the end of the train, power information is added, and the battery power display of the host at the end of the train is added based on the display content of the main control interface of the control box at the end of the train.

[0197] The host battery power display format at the end of the column is __._AH.

[0198] The above contents are further detailed descriptions of the present invention in combination with specific preferred embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, which should be regarded as falling within the protection scope of the present invention.

Claims

1. A locomotive station at the end of a train with the functions of automatic blind spot filling and power monitoring for frequency-different signal transfer, characterized in that: It includes the locomotive main engine and the tail control box, including: The locomotive host includes a main control unit, a 400MHz digital channel machine, a recording unit and a power supply unit. The 400MHz digital channel machine and the recording unit are connected to the main control unit and the power supply unit, wherein: The main control unit is used to process the tail information, execute the tail command, and monitor the working status of other units; 400MHz digital channel machine, which is connected to the host at the end of the train by wireless communication; Recording unit, used to record the entire equipment operation process in real time; A power supply unit connected to the locomotive DC power supply; The tail control box is connected to the power supply unit and the main control unit, including the main control unit, LCD display, keypad, and reset switch, all of which are connected to the main control unit. It is used to display the basic information of the tail locomotive and the received tail command information. Operating it enables the tail locomotive host to send tail control commands.

2. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The front panel of the locomotive main engine includes a power switch, a power interface, a train tail control box interface, an antenna interface, a data interface, a maintenance interface and a status indicator light.

3. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: A shock-absorbing frame is provided at the bottom of the locomotive main machine.

4. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The tail control box is connected to the tail locomotive host in a non-embedded installation mode and is powered by the tail locomotive host. The tail locomotive host sends tail instructions and receives information. Each tail locomotive host can be configured with 1 or 2 tail control boxes.

5. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The rear control box has a built-in speaker, and the speaker power is not less than 1W.

6. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The control box at the end of the train is provided with function keys, which have the functions of confirmation, cancellation, inquiry of wind pressure, disconnection, and operation of auxiliary exhaust brake of the main engine at the end of the train; and a protective cover is provided for the exhaust key.

7. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The display content of the tail control box should include the locomotive number, tail host ID, connection status, wind pressure value, tail instruction and battery power, and working mode.

8. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: Through the control box at the end of the train, the host computer at the end of the train sends out coded instructions; after the communication unit at the end of the train receives and decodes the instructions, it sends them to the main control unit for processing; The main control unit of the train tail host identifies the instruction, checks the locomotive number and the train tail host ID, and then drives the relevant control circuit to execute the corresponding instruction, such as: querying the wind pressure data of the wind pressure sensor, driving the solenoid valve to exhaust air, and storing data through the recording unit, etc. After the command is executed, the result of the execution will be returned to the locomotive at the end of the train through the channel machine in a coded form and displayed on the LCD screen of the control box at the end of the train.

9. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The tail locomotive platform is arranged on the locomotive, and also includes the tail host, the locomotive number confirmation instrument, the entry and exit detection equipment, and the tail host detection platform arranged at the rear of the train, wherein the tail locomotive platform is communicatively connected with the tail host, the entry and exit detection equipment is communicatively connected with the tail locomotive platform, and the locomotive number confirmation instrument and the tail host detection platform are both communicatively connected with the tail host.

10. The tail locomotive station with the functions of automatic blind spot filling and power monitoring of different frequency signal transfer as claimed in claim 1, characterized in that: The tail locomotive station and the tail host are used to input the 8-digit main locomotive number into the tail host assigned with a unique 6-digit ID, and the locomotive establishes a "connection" relationship with the tail host; the locomotive crew operates the tail locomotive station to send various digital coded instructions containing the locomotive number and the tail host ID to the tail host, and the tail host receives and verifies the locomotive number and the tail host ID, and then executes the corresponding operation; the tail host also returns the execution result to the locomotive in the form of digital code, and after the tail locomotive station decodes and recognizes it, it prompts the locomotive crew in both voice and display modes, where the main locomotive number is the locomotive model code + locomotive number; Tail host testing station: to test the tail host to ensure that all indicators of the tail host to be installed meet the specified requirements before going online; Locomotive number confirmation device: Before the train departs, the tail operator uses the locomotive number confirmation device to wirelessly input the locomotive number into the tail host, thereby establishing a one-to-one relationship between the locomotive and the tail host in advance; In and out inspection equipment: mainly used for in and out inspection of the locomotive platform at the end of the train. Ensure that all indicators of the locomotive platform at the end of the train that enters and leaves the warehouse meet the specified requirements.

Images