An interface device for connecting an on-vehicle signal device of an intelligent rail train to a vehicle

Abstract

The present application discloses an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle, which relates to the field of rail transit signal systems and solves the problem that the traditional ATC cabinet interface solution is not applicable to intelligent rail trains. The running state of the train and the state of the signal system are monitored in real time through various connectors and sensors. Among them, the specific connection plan of each heavy-duty connector realizes the signal transmission of the train auxiliary driving module, the train automatic protection system, and the train automatic driving system, controls the running and safety of the train, and improves the driving efficiency and safety; part of the signals of the train automatic protection system and the train automatic driving system are communicated with the vehicle management system through the fifth heavy-duty connector, and part of the wired connections are replaced by wireless signal transmission, reducing the burden and complexity of the heavy-duty connectors, meeting the special operation scenarios and safety requirements of intelligent rail trains, and only one ATC cabinet is required to realize signal communication, reducing the cost and improving the utilization rate of the signal system.

Description

Technical Field

[0001] This application relates to the field of rail transit signal systems, and particularly to an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle. Background Art

[0002] An intelligent rail train is a new concept rail transit system that does not rely on steel rails for running and realizes active self-guidance by relying on virtual track following technology. The construction period of an operating line only takes one year.

[0003] Due to the particularity of the control mode of the intelligent rail train and its operating environment, the traditional signal system interface solution applied to subways is difficult to meet the operating scenarios of intelligent rail trains efficiently and accurately. A subway usually consists of 6 carriages, and an on-vehicle Automatic Train Control (ATC) cabinet is set at each of the front and rear ends. For an intelligent rail train, since there are only 3 carriages, setting two ATC cabinets will result in a high cost, but setting only one ATC cabinet on the vehicle will cause the number of input / output (IO) acquisitions to increase exponentially, and the traditional interface solution is not applicable.

[0004] Therefore, how to solve the problem that the traditional ATC cabinet interface solution is not applicable to intelligent rail trains is a technical problem that needs to be urgently solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle, so as to solve the problem that the traditional ATC cabinet interface solution is not applicable to intelligent rail trains.

[0006] To solve the above technical problem, this application provides an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle, including: an ATC cabinet, a speed sensor, two beacon hosts, and two beacon antennas; the ATC cabinet is arranged in the second main control cab; the speed sensor is arranged at the wheels in the second main control cab; the two beacon hosts and the two beacon antennas are respectively arranged in the first main control cab and the second main control cab;

[0007] The first heavy-duty connector of the ATC cabinet is connected to the input and output signal channels of the train auxiliary driving module; the second heavy-duty connector of the ATC cabinet is used to connect to the input signal channel of the train automatic protection system; the third heavy-duty connector of the ATC cabinet is used to connect to the output signal channel of the train automatic protection system and the output signal channel of the train automatic driving system; the fourth heavy-duty connector of the ATC cabinet is connected to the speed sensor and the two beacon hosts, and the two beacon hosts are respectively connected to the two beacon antennas; the fifth heavy-duty connector of the ATC cabinet serves as an Ethernet interface and is connected to the vehicle management system through a network, and the train automatic protection system and the train automatic driving system communicate with the vehicle management system through the fifth heavy-duty connector.

[0008] As an alternative solution, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, it further includes: an on-vehicle switch, two wireless access point hosts, and four wireless access point antennas;

[0009] The two wireless access point hosts are respectively arranged in the first main control cockpit and the second main control cockpit; two wireless access point antennas are arranged in the first main control cockpit, and two wireless access point antennas are arranged in the second main control cockpit;

[0010] The first signal interface and the second signal interface of the ATC cabinet are connected to the on-vehicle switch, the on-vehicle switch is connected to the wireless access point host located in the second main control cockpit, and the wireless access point host located in the second main control cockpit is connected to the two wireless access point antennas located in the second main control cockpit;

[0011] The third signal interface of the ATC cabinet is connected to the wireless access point host located in the first main control cockpit, and the wireless access point host located in the first main control cockpit is connected to the two wireless access point antennas located in the first main control cockpit.

[0012] As an alternative solution, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, the input and output signal channels of the train auxiliary driving module, the input signal channel of the train automatic protection system, and the output signal channel of the train automatic protection system all include multiple safety channels and multiple non-safety channels, wherein the safety channels are triggered by relays or switch tube levels.

[0013] As an alternative solution, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, the first heavy-duty connector, the second heavy-duty connector, the third heavy-duty connector, and the fourth heavy-duty connector are 72-core heavy-duty connectors.

[0014] As an alternative, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, it further includes: a FAM knob;

[0015] The FAM knob is arranged in any one of the first main cockpit or the second main cockpit;

[0016] The signal line of the FAM knob is connected to the ATC cabinet. Among them, the non-FAM position of the FAM knob is used as a non-safe digital input signal and is transmitted through the input and output signal channel of the train auxiliary driving module. The FAM position of the FAM knob is used as a safe digital input signal and is transmitted through the input signal channel of the train automatic protection system.

[0017] As an alternative, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, the ATC cabinet is connected to the wireless access point host located in the first main cockpit through the ETH bus; the ATC cabinet is connected to the on-vehicle signal display located in the first main cockpit through the ETH bus.

[0018] As an alternative, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, the first heavy-duty connector of the ATC cabinet is connected to the vehicle power supply;

[0019] The battery management system of the vehicle power supply continuously supplies power to the first heavy-duty connector after the train is activated.

[0020] The interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle provided by this application can monitor the train operation status and signal system status in real time through each connector and sensor. Among them, the specific connection plan of each heavy-duty connector realizes the signal transmission of the train auxiliary driving module, the train automatic protection system, and the train automatic driving system, controls the operation and safety of the train, and improves the driving efficiency and safety; in this application, in addition to performing IO communication through the second heavy-duty connector and the third heavy-duty connector, some signals of the train automatic protection system and the train automatic driving system communicate with the vehicle management system through the fifth heavy-duty connector. The wireless signal transmission method can replace part of the wired connection, reduce the burden and complexity of the heavy-duty connector, reduce the fault points of the node circuit, improve the system flexibility, meet the special operation scenarios and safety requirements of the intelligent rail train, and only one ATC cabinet is required to realize signal communication, reducing the cost and improving the utilization rate of the signal system. Description of the Drawings

[0021] To more clearly illustrate the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0022] Figure 1 Schematic diagram of an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle provided by an embodiment of the present application;

[0023] Figure 2 Schematic diagram of train distribution of an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle provided by an embodiment of the present application. Detailed implementation manners

[0024] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the protection scope of the present application.

[0025] The core of the present application is to provide an interface device for connecting on-vehicle signal equipment of an intelligent rail train to a vehicle.

[0026] To enable those skilled in the art to better understand the solution of the present application, the following will further elaborate on the present application in combination with the accompanying drawings and specific implementation manners.

[0027] Subway trains usually consist of 6 carriages, with a signal system installed at each end of the head and the tail. However, the number of carriages of intelligent rail trains is less, generally only 3. And in order to reduce costs and improve efficiency and enhance the utilization rate of the signal system, only one ATC cabinet is installed on the vehicle. This configuration difference results in deficiencies in aspects such as the number of IO acquisitions, signal transmission efficiency, and system reliability in the traditional signal system interface solution. In addition, some switches on the intelligent rail train are configured as single-ended configurations, which also differ from the double-ended configurations of traditional subway signal systems, further increasing the complexity of signal system design.

[0028] This application is designed specifically for the automated rail rapid transit (ART) train and is applicable to the fully automated operation (FAO) system of the ART train. With the characteristics of a short construction period and the ability to run without relying on rails, the ART train has gradually been applied in urban rail transit. The signal system of this application aims to improve the modularity, equipment reliability, and maintenance efficiency of the on-vehicle signal control system, while meeting the special operation scenarios and safety requirements of the ART train. Therefore, how to reasonably and effectively design the connection interface between the on-vehicle signal equipment and the ART vehicle, realize the communication between the on-vehicle signal equipment and the ART vehicle in the moving block mode, and ensure the safe operation of the train has become an urgent problem to be solved currently.

[0029] An embodiment of this application provides an interface device for connecting the on-vehicle signal equipment of an ART train and the vehicle. Figure 1 The following is a schematic diagram of an interface device for connecting the on-vehicle signal equipment of an ART train and the vehicle provided by an embodiment of this application. As Figure 1 shown, it includes: an ATC cabinet 11, a speed sensor 12, two beacon hosts 13, and two beacon antennas 14.

[0030] The ATC cabinet 11 is arranged in the second main driver's cab; the speed sensor 12 is arranged at the wheel of the second main driver's cab; the two beacon hosts 13 and the two beacon antennas 14 are respectively arranged in the first main driver's cab and the second main driver's cab.

[0031] The first heavy-duty connector Z1 of the ATC cabinet 11 is connected to the input / output signal channel of the train auxiliary driving module; the second heavy-duty connector Z2 of the ATC cabinet 11 is used to connect to the input signal channel of the train automatic protection system; the third heavy-duty connector Z3 of the ATC cabinet 11 is used to connect to the output signal channel of the train automatic protection system and the output signal channel of the train automatic driving system; the fourth heavy-duty connector Z4 of the ATC cabinet 11 is connected to the speed sensor 12 and the two beacon hosts 13, and the two beacon hosts 13 are respectively connected to the two beacon antennas 14; the fifth heavy-duty connector Z5 of the ATC cabinet 11 serves as an Ethernet interface and is connected to the vehicle management system through the network. The train automatic protection system and the train automatic driving system communicate with the vehicle management system through the fifth heavy-duty connector.

[0032] Figure 2 The following is a schematic diagram of the train distribution of an interface device for connecting the on-vehicle signal equipment of an ART train and the vehicle provided by an embodiment of this application. As Figure 2As shown in the figure, the ATC cabinet 11 is installed in the second main driver's cockpit compartment and includes an Automatic Train Protection (ATP), an Automatic Train Operation (ATO), and an Assistant Operation Module (AOM). The ATP is responsible for ensuring the safe driving distance between vehicles and preventing speeding; the ATO realizes automatic driving and operation in the section; the AOM is responsible for functions such as vehicle dormancy wake-up. The ATC cabinet 11 is connected to other signal devices, the vehicle network, the on-vehicle power supply, and the vehicle control interface through five heavy-duty connectors.

[0033] It should be noted that the three carriages of the existing intelligent rail tram are connected by a hinge device. A large number of low-voltage electrical devices are installed in each carriage. The vehicle includes the head and tail carriages, namely the MC (Motor Car) 1 and the MC2, both of which have driver's cabs and are equipped with driving devices. Both driver's cabs can control the vehicle to drive. The middle carriage is a trailer. The first main driver's cockpit mentioned in this embodiment is the MC1 car, and the second main driver's cockpit is the MC2 car.

[0034] The speed sensor 12 is set at the wheels of the second main driver's cockpit and detects the train speed by non-contact or contact means. It provides the train speed information in real time to ensure that the train speed is controlled within a safe range. Specifically, the number of speed sensors 12 is 2. The two sensors work independently. The running direction of the train in this cycle is determined by the wheel steering of the two speed sensors 12, and the train speed and driving distance are calculated through the two speed sensors 12. The speed sensor 12 provides a speed signal to the ATC cabinet 11 for train speed control and protection.

[0035] Two beacon hosts 13 and two beacon antennas 14 are respectively set in the first main driver's cockpit and the second main driver's cockpit. Each beacon host 13 is equipped with a beacon antenna 14. It is used for train positioning and information transmission. In specific cases, if the train configuration or operation scenario changes, additional beacon hosts 13 or antennas may not be required.

[0036] In an implementable embodiment, it further includes: two on-vehicle signal displays 15. The two on-vehicle signal displays (DMI) are respectively set in the first main driver's cockpit and the second main driver's cockpit. The fifth heavy-duty connector Z5 is connected to the on-vehicle signal display 15 for displaying train operation information and signal status.

[0037] The fifth heavy-duty connector communicates with the vehicle management system as an Ethernet interface. The input signal channel of the train automatic operation system is connected to the Vehicle Control and Management System (VCMS). The Ethernet interface can be used to transmit both safety signals and non-safety signals. In this embodiment, the ATO non-safety input signals are transmitted via Ethernet. Such a plan can, on the one hand, reduce the fault points of the node circuit and the workload of vehicle modification. On the other hand, without affecting the function implementation, only the software design needs to be modified. Also, since the signals being changed are non-safety signals, the safety communication protocol does not need to be considered in the software design, reducing the workload of signal modification.

[0038] The first heavy-duty connector Z1 is connected to the input and output signal channels of the train auxiliary operation module (AOM) to achieve the control and status monitoring of the AOM system, ensuring the normal execution of functions such as vehicle sleep and wake-up.

[0039] The second heavy-duty connector Z2 is connected to the input signal channel of the train automatic protection system (ATP) to receive safety input signals from the vehicle, such as emergency braking signals, door status signals, etc., to ensure the safe operation of the train.

[0040] The third heavy-duty connector Z3 is connected to the output signal channel of the train automatic protection system (ATP) and the output signal channel of the train automatic operation system (ATO), outputting the control signals of the ATP system, and at the same time sending the automatic driving control signals and status feedback of the ATO system.

[0041] The fourth heavy-duty connector Z4 is connected to the speed sensor 12 and the beacon host 13 to receive the speed signal provided by the speed sensor 12 and the positioning information provided by the beacon host 13, ensuring the safety and accuracy of the train operation.

[0042] The fifth heavy-duty connector Z5 communicates and exchanges data with the vehicle management system via Ethernet as an Ethernet interface. In addition, in addition to the IO communication through the above-mentioned second heavy-duty connector Z2 and third heavy-duty connector Z3, some signals of the train automatic protection system and the train automatic operation system communicate and interact with the vehicle management system through the fifth heavy-duty connector Z5. The specific signal content in this embodiment is not limited and can be set according to the actual application scenario requirements, and can be either safety signals or non-safety signals.

[0043] This application monitors the train operation status and signal system status in real time through each connector and sensor. ATP, ATO, and AOM control the train operation and safety according to the received and sent signals and instructions.

[0044] For non - safety input signals, they can be directly sent to the signal system ATC through the network instead of being collected through IO. This can reduce the burden and complexity of the heavy - duty connectors and reduce the fault points of the node circuit.

[0045] In some special operation scenarios, it may be necessary to add additional sensors or communication devices to enhance the system's functionality and safety.

[0046] The interface device provided by the embodiment of the present application for connecting the on - vehicle signal device of the intelligent rail train and the vehicle monitors the train operation status and the signal system status in real - time through each connector and sensor. Among them, the specific connection plan of each heavy - duty connector realizes the signal transmission of the train auxiliary driving module, the train automatic protection system, and the train automatic driving system, controls the operation and safety of the train, improves the driving efficiency and safety; in the present application, in addition to IO communication through the second heavy - duty connector and the third heavy - duty connector, some signals of the train automatic protection system and the train automatic driving system communicate with the vehicle management system through the fifth heavy - duty connector. Replacing part of the wired connection with a wireless signal transmission method can reduce the burden and complexity of the heavy - duty connectors, reduce the fault points of the node circuit, improve the system flexibility, meet the special operation scenarios and safety requirements of the intelligent rail train, and only one ATC cabinet is required to realize signal communication, reducing the cost and improving the utilization rate of the signal system.

[0047] The real - time communication demand between the train and the ground control system is increasing day by day. By introducing an on - vehicle switch and a wireless access point, this system solves the communication requirements of the intelligent rail train with high - bandwidth and low - latency communication. In another specific embodiment, in the above - mentioned interface device for connecting the on - vehicle signal device of the intelligent rail train and the vehicle, it further includes: an on - vehicle switch, two wireless access point hosts, and four wireless access point antennas;

[0048] The two wireless access point hosts are respectively arranged in the first main control cockpit and the second main control cockpit; two wireless access point antennas are arranged in the first main control cockpit, and two wireless access point antennas are arranged in the second main control cockpit;

[0049] The first signal interface J1 and the second signal interface J2 of the ATC cabinet 11 are connected to the on - vehicle switch, the on - vehicle switch is connected to the wireless access point host located in the second main control cockpit, and the wireless access point host located in the second main control cockpit is connected to the two wireless access point antennas located in the second main control cockpit;

[0050] The third signal interface J3 of the ATC cabinet 11 is connected to the wireless access point host located in the first main control cockpit, and the wireless access point host located in the first main control cockpit is connected to the two wireless access point antennas located in the first main control cockpit.

[0051] The on-vehicle switch is connected to the ATC cabinet 11 to achieve data exchange within the train network. It is usually an industrial-grade switch, supporting high bandwidth and low latency. It provides a high-speed and stable network connection for the ATC cabinet 11 and the wireless access point host.

[0052] Two wireless access point hosts are respectively set in the first main control cockpit and the second main control cockpit. Each host is equipped with two wireless access point antennas to achieve wireless communication between the train and the ground control system. Ensure that the train maintains real-time communication with the ground control system during operation, supporting train automatic driving and dispatching functions.

[0053] The ATC cabinet 11 is connected to the on-vehicle switch through the first signal interface J1 and the second signal interface J2. The on-vehicle switch is connected to the wireless access point host located in the second main control cockpit. Realize the connection between the train internal network and the wireless access point host. Provide network support for the wireless access point host to ensure the stability and reliability of wireless communication.

[0054] The wireless access point host is connected to the wireless access point antenna one by one to achieve the transmission and reception of wireless signals.

[0055] The ATC cabinet 11 is connected to the wireless access point host through the third signal interface J3 to the wireless access point host located in the first main control cockpit, realizing the direct connection between the ATC cabinet 11 and the wireless access point host.

[0056] Through the on-vehicle switch and the wireless access point host, high-bandwidth communication between the train and the ground control system is achieved, supporting real-time data transmission. Through the configuration of multiple wireless access point hosts and antennas, the redundancy of the system is enhanced, ensuring the stability and reliability of communication. Through real-time communication, it supports the automatic driving and dispatching functions of the train, improving the safety and efficiency of train operation.

[0057] In a specific implementation, some wireless access point hosts and antennas can be omitted to reduce costs. Additional wireless access point hosts and antennas can also be added to meet higher communication requirements.

[0058] In this embodiment, by introducing the on-vehicle switch and the wireless access point host, high-bandwidth and low-latency communication between the train and the ground control system is achieved, supporting the automatic driving and dispatching functions of the train. At the same time, through the configuration of multiple wireless access point hosts and antennas, the redundancy and reliability of the system are enhanced, ensuring the train operates in a safe state. In addition, the system also has good scalability and adaptability and can be adjusted and upgraded according to actual needs.

[0059] In another specific embodiment, in the above interface device for connecting the on-vehicle signal device of the intelligent rail train to the vehicle, it further includes: a fire and smoke alarm device for monitoring the smoke signal inside the carriage, and an obstacle detection bypass switch;

[0060] The vehicle management system is connected to the fire and smoke alarm device and the obstacle detection bypass switch. The vehicle management system sends the smoke signal and the trigger signal of the obstacle detection bypass switch to the ATC cabinet through the network.

[0061] The fire and smoke alarm device is used to detect potential fire hazards inside the train to ensure timely alarm and activation of emergency measures in case of emergencies. The obstacle detection bypass signal generally passes through a bypass switch. The obstacle detection bypass switch is mainly triggered by the driver. However, most manned trains do not separately set an on-vehicle obstacle detection bypass switch, but rely on the bypass function of the signal system (such as ATP / ATO control).

[0062] The vehicle management system is connected to the fire and smoke alarm device and the obstacle detection bypass switch. The vehicle management system sends the smoke signal and the trigger signal of the obstacle detection bypass switch to the ATC cabinet through the network for the ATC system to analyze and process.

[0063] In summary, by connecting the fire and smoke alarm device and the obstacle detection bypass switch, the real-time monitoring and processing of non-safe signals are realized, further improving the safety and intelligent level of the train.

[0064] In another specific embodiment, in the above interface device for connecting the on-vehicle signal device of the intelligent rail train to the vehicle, the input / output signal channels of the train auxiliary driving module, the input signal channels of the train automatic protection system, the output signal channels of the train automatic protection system, and the output signal channels of the train automatic driving system all include multiple safety channels and multiple non-safe channels. Among them, the safety channels are triggered by relays or switch tube levels.

[0065] The multiple safety channels are used to transmit key signals related to the safe operation of the train, such as emergency braking instructions, speed limit information, etc. The multiple non-safe channels are used to transmit non-critical signals related to the train operation.

[0066] In this embodiment, the safety channels generally refer to whether the safety electrical interface is a controlled interface, mainly including two control methods: relay contacts and switch tube levels. The logics of the contacts and levels are as follows:

[0067] 1) Relay contact control method: When the normally open contact of the relay closes, the control signal is logic "1"; when the normally open contact of the relay opens, the control signal is logic "0"; when the normally open contact of the relay closes, the control signal is logic "1"; when the normally closed contact of the relay opens, the control signal is logic "0".

[0068] 2) Switch tube level control method: A control signal of logic "1" indicates a high input level; a control signal of logic "0" indicates a low input level.

[0069] The non - safety channel does not need to be controlled and transmitted through relays or switch tubes.

[0070] The multi - channel design supports the integration of multiple functions, such as safety protection, autonomous driving, and assisted driving, meeting the diverse needs of the intelligent rail train. Table 1 shows a signal channel connection interface planning scheme. It is not limited to only using this planning scheme, and it is only used as an example.

[0071] Table 1 Signal channel connection interface planning scheme

[0072]

[0073] By effectively and reasonably allocating and designing the electrical interfaces and network interfaces between the vehicle and the signal system, the interface device for connecting the on - vehicle signal equipment of the intelligent rail train and the vehicle realizes multi - function integration and high reliability while ensuring safety, meeting the intelligent needs of modern urban rail transit.

[0074] In another specific embodiment, among the interface devices for connecting the on - vehicle signal equipment of the intelligent rail train and the vehicle, the first heavy - duty connector Z1, the second heavy - duty connector Z2, the third heavy - duty connector Z3, and the fourth heavy - duty connector Z4 are all 72 - core heavy - duty connectors.

[0075] The 72 - core heavy - duty connector in this embodiment can support the transmission of multiple signals and power, meet the requirements of the intelligent rail train signal system for high - density connection, and ensure efficient communication between various modules inside the system.

[0076] The heavy - duty connector adopts an industrial - grade design, with high anti - vibration, anti - shock, and corrosion - resistant properties. It can maintain stable connection performance in a complex train operation environment, reducing the failure rate. The 72 - core heavy - duty connector supports modular installation, facilitating system maintenance and upgrade, and at the same time reducing the complexity of installation and debugging.

[0077] In another specific embodiment, among the interface devices for connecting the on - vehicle signal equipment of the intelligent rail train and the vehicle, it further includes: FAM knob;

[0078] The FAM knob is set in either the first main cockpit or the second main cockpit;

[0079] The signal line of the FAM knob is connected to the ATC cabinet. Among them, the non-FAM position of the FAM knob serves as a non-safe digital input signal and is transmitted through the input / output signal channel of the train auxiliary driving module. The FAM position of the FAM knob serves as a safe digital input signal and is transmitted through the input signal channel of the train automatic protection system.

[0080] The fully automatic mode (FAM) knob acts as a single-ended switch. The FAM knob is set in either the first main cockpit or the second main cockpit. The FAM mode knob has two positions, namely the FAM mode position and the non-FAM mode position. Among them, the FAM mode position is used for collecting the safe digital input of the ATP. The non-FAM mode position is used for collecting the non-safe digital input of the AOM. The ATC cabinet 11 makes corresponding control responses by combining the train trigger activation signal with the non-FAM position signal.

[0081] By connecting the FAM knob to the ATC cabinet 11, seamless integration of the knob signal with the train control system is achieved, ensuring the reliability and real-time nature of signal transmission and improving the flexibility of train operation.

[0082] In another specific embodiment, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, the ATC cabinet 11 is connected to the wireless access point host located in the first main cockpit through the ETH bus; the ATC cabinet 11 is connected to the on-vehicle signal display 15 located in the first main cockpit through the ETH bus.

[0083] The industrial Ethernet bus (ETH) provides high-speed and stable data transmission capabilities, ensuring real-time communication between the ATC cabinet 11, the wireless access point host, and the on-vehicle signal display 15, meeting the requirements of train operation control. Through the connection of the ETH bus, seamless integration of the ATC cabinet 11 with on-vehicle equipment is achieved, simplifying the system architecture and reducing the maintenance complexity. The high anti-interference ability and redundant design of the ETH bus enhance the reliability of signal transmission and reduce the risks caused by communication failures during train operation.

[0084] In another specific embodiment, in the above interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle, the ATC cabinet 11 is connected to the beacon host 13 located in the first main cockpit through the RS485 bus.

[0085] The RS485 bus (a serial bus) supports multi-point communication and long-distance transmission, ensuring stable data transmission between the ATC cabinet 11 and the beacon host 13 and meeting the requirements of train operation control. The RS485 bus has strong anti-electromagnetic interference ability, is suitable for the complex electromagnetic conditions in the train operation environment, and improves the reliability of signal transmission. Through the connection of the RS485 bus, seamless integration of the ATC cabinet 11 and the beacon host 13 is achieved, simplifying the system architecture and reducing the maintenance complexity. The real-time response ability of the RS485 bus ensures fast data interaction between the beacon host 13 and the ATC cabinet 11, providing technical guarantee for the safe operation of the train.

[0086] In another specific embodiment, in the interface device for connecting the on-vehicle signal device of the intelligent rail train to the vehicle, the first heavy-duty connector of the ATC cabinet is connected to the vehicle power supply;

[0087] The battery management system of the vehicle power supply continuously supplies power to the first heavy-duty connector after the train is activated.

[0088] The permanent connection between the first heavy-duty connector Z1 and the vehicle power supply ensures that the ATC cabinet 11 can obtain stable power support under any circumstances, avoiding system failures caused by power outages and ensuring the continuous and stable operation of the train auxiliary driving module.

[0089] In addition, it should be noted that in this application, the vehicle power supply also provides the required power supply for the second heavy-duty connector Z2, the third heavy-duty connector Z3, the beacon host 13, and the non-access point host.

[0090] The above has introduced in detail the interface device for connecting the on-vehicle signal device of the intelligent rail train to the vehicle. The embodiments in the specification are described in a progressive manner, and the key point of each embodiment is the difference from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method part. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of this application, several improvements and modifications can be made to this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0091] It should also be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the said element.

Claims

1. An interface device for connecting an on-vehicle signal device of an intelligent rail train to a vehicle, characterized in that Including: An ATC cabinet, a speed sensor, two beacon hosts, and two beacon antennas; the ATC cabinet is arranged in the second main cockpit; the speed sensor is arranged at the wheel of the second main cockpit; the two beacon hosts and the two beacon antennas are respectively arranged in the first main cockpit and the second main cockpit; The first heavy-duty connector of the ATC cabinet is connected to the input and output signal channels of the train auxiliary driving module; the second heavy-duty connector of the ATC cabinet is used to connect to the input signal channel of the train automatic protection system; the third heavy-duty connector of the ATC cabinet is used to connect to the output signal channel of the train automatic protection system and the output signal channel of the train automatic driving system; the fourth heavy-duty connector of the ATC cabinet is connected to the speed sensor and the two beacon hosts, and the two beacon hosts are respectively connected to the two beacon antennas; the fifth heavy-duty connector of the ATC cabinet serves as an Ethernet interface and is connected to the vehicle management system through a network, and the train automatic protection system and the train automatic driving system communicate with the vehicle management system through the fifth heavy-duty connector.

2. The interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle according to claim 1, characterized in that It also includes: an on-vehicle switch, two wireless access point hosts, and four wireless access point antennas; The two wireless access point hosts are respectively arranged in the first main cockpit and the second main cockpit; two wireless access point antennas are arranged in the first main cockpit, and two wireless access point antennas are arranged in the second main cockpit; The first signal interface and the second signal interface of the ATC cabinet are connected to the on-vehicle switch, the on-vehicle switch is connected to the wireless access point host located in the second main cockpit, and the wireless access point host located in the second main cockpit is connected to the two wireless access point antennas located in the second main cockpit; The third signal interface of the ATC cabinet is connected to the wireless access point host located in the first main cockpit, and the wireless access point host located in the first main cockpit is connected to the two wireless access point antennas located in the first main cockpit.

3. The interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle according to claim 1, wherein The input and output signal channels of the train auxiliary driving module, the input signal channel of the train automatic protection system, and the output signal channel of the train automatic protection system all include multiple safety channels and multiple non-safety channels, wherein the safety channels are triggered by relays or the levels of switching tubes.

4. The interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle according to claim 3, characterized in that, The first heavy-duty connector, the second heavy-duty connector, the third heavy-duty connector, and the fourth heavy-duty connector are 72-core heavy-duty connectors.

5. The interface device for connecting the on-vehicle signal equipment of the intelligent rail train to the vehicle according to claim 3, characterized in that, It also includes: A FAM knob; The FAM knob is arranged in either the first main cockpit or the second main cockpit; The signal line of the FAM knob is connected to the ATC cabinet. Among them, the non-FAM position of the FAM knob serves as a non-safety digital input signal and is transmitted through the input and output signal channels of the train auxiliary driving module, and the FAM position of the FAM knob serves as a safety digital input signal and is transmitted through the input signal channel of the train automatic protection system.

6. The interface device for connecting the on-vehicle signal equipment of an intelligent rail train to a vehicle according to claim 1, characterized in that The ATC cabinet is connected to the wireless access point host located in the first main cockpit via the ETH bus; the ATC cabinet is connected to the on-vehicle signal display located in the first main cockpit via the ETH bus.

7. The interface device for connecting the on-vehicle signal device of the intelligent rail train to the vehicle according to claim 6, characterized in that, The ATC cabinet is connected to the beacon host located in the first main cockpit via the RS485 bus.

8. The interface device for connecting the on-vehicle signal equipment of an intelligent rail train to a vehicle according to claim 4, characterized in that, The first heavy-duty connector of the ATC cabinet is connected to the vehicle power supply; The battery management system of the vehicle power supply continuously powers the first heavy-duty connector after the train is activated.

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